US3288097A - Combination oil-ore-bulk cargo ship - Google Patents

Description

Nov. 29, 1966 R. s. BOSTON COMBINATION OIL-ORE-BULK CARGO SHIP 4 Sheets-Sheet 1 Filed July 15, 1964 3 i a I 1 INVENTOR. ROBERT 5. B05 TON ATTORNEYS NOV. 29, 1966 s, BOSTON 3,288,097

COMBINATION OIL-ORE-BULK CARGO SHIP Filed July 15, 1964 4 Sheets-Sheet 2 INVENTOR. ROBERTS. BOSTON ATTORNEYS Nov. 29, 1966 R. s. BOSTON 3,283,097

COMBINATION OIL-ORE-BULK CARGO SHIP Filed July 15, 1964 4 Sheets-Sheet 5 \j y 98 INVENTOR.

97 ROBERT S. 505 rorv ATTORNEYS 4 Sheets-Sheet 4 STEAMER FREEBOARD guy- R. S. BOSTON COMBINATION OIL-OREBULK CARGO SHIP Nov. 29, 1966 Filed July 15, 1964 TANKER FREEBOARD United States Patent 3,288,097 COMBINATION OIL-ORE-BULK CARGG SHIP Robert S. Boston, South San Francisco, Calif., assignor, by mesne assignments, to Marcona Corporation, San Francisco, Calili, a corporation of New York Filed July 15, 1964, Ser. No. 382,907 6 Claims. (Cl. 11473) This invention relates to multi-purpose bulk cargo ships and more particularly to an improved ship construction which provides convertibility of operation between oil, ore and bulk cargo while retaining a minimum freeboard and provides means for readily allowing movement of cargo between holds.

Under the ABS (American Bureau of Shipping) rules steamer freeboard is assigned to ships having relatively large top hatch openings and minimal subdivision while tanker freeboard (which is less than steamer freeboard) is assigned to ships having sufficiently small top hatches in combination with a suflicient degree of subdivision and other structural features. This combination allows a tanker to ride lower in the water anad yet be relatively safe because she is subdivided into water tight compartments. Heretofore bulk ships have been built to con form to ABS (or other comparable shipping society) standards as either tankers or as bulk carriers and ore carriers. Such ships often travel long distances in ballast because they are capable of only operating with a freeboard for a single classification of cargo.

There is generally a need for a cargo ship construction which can be easily converted between oil, ore or bulk cargo service, and which rates a tanker freeboard rating when in straight ore or other high density cargo.

There is also a need for multi-purpose bulk ship construction which, when not fully filled, especially when carrying high density cargo such as ore, can apportion non-cargo carrying space as non-revenue earning thereby reducing gross tonnage ratings and fees based thereon.

It is an object of the present invention to provide an improved combination cargo ship.

It is another object of the invention to provide an improved combination multi-purpose bulk ship which is readily and easily converted between oil, bulk and ore hauling operation.

It is another object of the invention to provide a ship of the above character which will also qualify for a double freeboard rating by the American Bureau of Shipping.

It is another object of the invention to provide a convertible multi-purpose bulk ship which can obtain a freeboard rating of either tanker or that of a steamer under the American Bureau of Shipping standards.

It is another object of the invention to provide sealable wing tanks so that the combination ship may be classed as non-revenue earning with respect to such wing tanks thereby reducing gross tonnage and fees if in straight ore hauling operation.

Another object of the invention is to provide a combination ship of the above character which allows list and trim control and ballasting to any draft or trim.

Another object of the invention is to provide a combination cargo ship, in which the ship angles of list and trim while loading, can be easily and accurately controlled.

Another object of the invention is to provide a combination oil, coal and ore ship in which the vertical center of gravity of a heavy ore cargo is positioned to provide a reasonably long rolling period which improves personnelcomfort and reduces hull stresses.

Another object of the invention is to provide an improved combination cargo ship in which the extent of cargo free surface is controlled to give transverse stability to the ship.

It is another object of the invention to provide an improved construction of a combination ore-oil-bulk ship in which a plurality of oil tight closures are established between main hold and wing tanks whereby with the closure means secured the ship rates a tanker freeboard and whereas with the closure removed, the ship will rate a cargo freeboard.

It is another object of the invention to provide a ship of the above character in which the closures can be unsealed and released in separate stages.

Other objects and features of the invention will be apparent from the following description and the accompanying drawings.

Referring to the drawings:

FIGURE 1 is a longitudinal cross-sectional view of a cargo ship constructed according to the invention, taken along the center line and looking generally to port;

FIGURE 2 is an enlarged transverse cross-section of a section through a cargo hold showing one embodiment of my invention including deck crane means;

FIGURE 3 is a perspective view of the tank top and longitudinal bulk head structure and showing open and closed openings according to my invention;

FIGURE 4 is a transverse cross-sectional view of a closure plate mounted in the lower portion of a longitudinal bulk head taken from the lines 4-4 of FIG- URE 3;

FIGURE 5 is a transverse cross-sectional view of the door plate bolting means and socket taken from lines 5-5 of FIGURE 3;

FIGURE 6 is a perspective view showing a closure means being placed in storage on top of a hatch;

FIGURES 7, 8, 9, and 10 are schematic transverse cross-sections of alternate arrangements of ship holdconstruction, according to my invention.

FIGURES 11-13 are schematic transverse cross-sections of a ship and loading patterns according to my invention.

FIGURE 14 is a top plan view of a ship according to my invention with upper deck removed and showing some wing holds in ballast water.

In general, my novel ship construction provides a ships shell, a tank top and an upper deck together with a plurality of transverse bulkheads and a pair of longitudinal bulkheads extending between the tank top and the upper deck. The longitudinal bulkheads have a plurality of large openings therein adjacent the tank top. A plurality of novel closure means for removably sealing the openings are provided.

Referring now more particularly to FIGURE 1 there is shown a cross section at the center line looking port of a ship having a shell 21, a single upper deck 22, a tank top 23 and provisions for engine room machinery 24 and quarters 26 at the aft of the ship. Between the engine room forward bulkhead 27 and the cargo box forward bulkhead 28, the ship is divided into a plurality of cargo holds 29. I

The ship is provided with transverse bulkheads 31 and as seen in FIGURE 2, longitudinal bulkheads 32. The bulkheads 31, and 32 contribute transverse and longitudinal support of a ship. Ordinary framing (not shown) and web framing 33 may be employed to provide additional transverse support. Suitable stringers 34 and bulkhead stitfeners (not shown) may be provided to give additional support to the bulkheads and to the inside of the ship shell. The longitudinal bulkheads 32 divide the ship into port wing holds 29p, starboard wing holds 29s and main center holds 29m. The transverse bulkheads 31 further divide the ship into a series of holds 29-1, 29-2, 29-3, 29-4, and 29-5 fore to aft. The wing holds 29p and 29s are further divided by an additional set of transverse bulkheads to meet the subdivision requirements in tanker classification. A plurality of openings 36 are provided in the longitudinal bulkheads 32 adjacent the tank top 23. The openings 36 are sufficiently large to allow large cargo transfer between the Wing hold 29 and 29s and the main hold 29m and to allow the use of mechanized material handling equipment such as a tractor 35 to transport cargo.

Closure means are provided for sealing off each of the openings 36 and include a plurality of door plates 37 which are removably secured to the longitudinal bulkhead 32 at the top, sides and bottom adjacent the openings 36.

Means are provided for removing the door plates 37 from the hold and consist of a gantry 38 and deck crane 39. The gantry is mounted to run fore and aft along the ship over the holds 29. The crane 39 is mounted to run port and starboard along the gantry 38. As shown in the figures the crane 39 controls a line 41 and hook 42 which may be used to lift the door plates 37 clear of the hold as indicated by the dotted line position of the crane 39 in FIGURE 2.

Referring more particularly to FIGURES 25, means are provided for removably securing the door plate to the longitudinal bulkhead 32 and over the opening 36 and consist of a plurality of bolt sockets 43 formed in the longitudinal bulkhead 32 adjacent the opening 36. A complimentary set of bolts 44 and bolt head retainers 46 are provided on the door plate. The bolt 32 may be withdrawn to the position shown in the dotted lines. Between the bolt 44 and the door plate is mounted a spring 47 for holding the bolt in the recessed posittion when not in use to prevent loss and damage of bolts. The bolt has a recess 43 for interfitting with a suitable tool (not shown) for withdrawing the bolt into the socket recess.

Means are provided for rendering the door plate 37 in water-tight or oil-tight relationship with the bulkhead 32 and consist of a gunning groove 51 which runs about the outer margin of the door plate, feeder slot 52 and sealant Allen fitting 53 for receiving a sealant 54 and directing it into and around the gunning groove 51. A suitable sealant 54 is that manufactured by Minnesota Mining and Manufacturing Co. and known as EC800 an elastomer. If desired, a semi-permanent seal, such as silicon rubber, may be fitted into the groove 51.

Means for securing and remotely releasing the door plate when the bolts are withdrawn are provided and consist of a bracket 61 and holding arm 62. The holding arm has a retaining peg 63 which fits into a complimentary socket 64 in the tank top and which serves to retain the lower end of the holding arm in a fixed position. The holding arm is held at its upper end by a hinged metal hasp 66 fastened with a pin 67. The door may be provided with a recess 68 for accommodating the hasp 66 when not in use. The hasp is provided with a slightly curved end 69. Lifting lug 71 through which the hook 42 from the deck crane 39 may pass enables the door to be lifted out of the hold 29.

In securing operation, the door is brought adjacent the opening and partially secured with the bolts. The gunning groove is then filled with sealant and the bolts are tightened down securely. In removing operation, the holding arm 62 is set into the sockets 64 and the release hasp 66 is lifted and dropped over the top end of the arm. The deck crane brings the hook 42 in proximity of the lifting tab 71 and the hook is placed through the tab. The bolts are withdrawn into the recesses in the socket and secured into the withdrawn position. The forces which are assumed to emanate from cargo pushing the door plate away from the Wing tank push the door against the bracket 61 and by means of the door hearing point 62a on the arm, force the holding arm .pin 63 against the center line side of the socket 64. At this position the door s Scured at three points and will not 4 further move. The remaining operations may be remotely carried out. the end thereof, may be swung down from the deck and placed about the curved end of the release hasp. When the lanyard is pulled from deck side the has-p is pulled upwards to release the top end of the arm 62 which is thrown clear on the top plate. The door is then free of the hold by means of the lifting tab and deck crane.

As shown in the figures the deck crane 27 lifts the door up and clear of the main hold hatchway to the position shown in dotted lines.

Means are provide for heating cargo oil and consists of heaters 76 and heating lines 77. The heaters are located under the tank top 23 so they Will not be damaged when ore is loaded. The heating lines 77 are located under the longitudinal stringers 34 to prevent damage to them during loading and unloading.

Means are provided to allow circulation of oil cargo between holds and the double bottom and for providing access into the double bottom and consist of manholes 79 in the tank top 23 and manhole covers 81 which are removably mounted in the manholes. Suitable means is also provided for rendering the manhole cover in watertight relation with the manhole and can consist of bolts (not shown), sockets (not shown), and a suitable gasket or sealant.

Referring now to FIGURE 6, there is shown a door plate 37 being lowered into position over the hatch 82 where a minor portion of the bolts may be used to secure the door plate to the hatch for safe storage.

There is, therefore, shown a ship which is easily unloaded from the centerline hatch opening when used as a bulk ship when the closure plates are removed. When the plates are secured to the longitudinal bulkheads the ship will meet tanker and ore classification requirements and rate tanker freeboard.

Furthermore, the ship may be made to satisfy the American Bureau of Shipping rules, either as dry bulk ship, ore ship with steamer freeboard, ore ship with tanker freeboard, or tanker, depending upon whether the closure plates are fitted up on the longitudinal bulkheads or fitted to storage.

While I have shown a specific structure which is simple and easily handled from remote locations it will be obvious that within the spirit of the invention many other embodiments could be used.

For example, in FIGURES 7 to 10 there are shown in transverse cross-section through a cargo hold other embodiments of the invention. In FIGURE 7 the closure means consists of power activated doors 91. The bulkhead 32 has a relieved portion 92 extending toward the bilge line and large enough to accommodate the door 91 when folded in. The door is power actuated to bring it up flat against the portion 92 for storage.

In FIGURE 8 the longitudinal bulkheads 32 are provided with a recess or enclosure 94 into which the door may be withdrawn by suitable means (not shown).

In FIGURE 9 the doors 97 are swung about hinges 98 and may be retained against the inner-side of the longitudinal bulkheads 32.

In FIGURE 10 the doors are removably retained, as indicated by the dotted lines at 99 and may be substantially as hereinbefore described in detail in connection With FIGURES 2-5. There are also provided doors 101 which open the upper-most portion of the longitudinal bulkhead next to the upper deck. The doors 101 provide for convenience of loading so that it is only necessary to have a hingle hatchway extending over the main hold.

The operation of a ship constructed according to the invention will now be discussed with particular reference to FIGURES 11 through 14.

FIGURE 11 shows the ship loaded with oil which has a density of about 37 to 44 cubic feet per long ton. The door plates 37 are secured in water tight relationship to the longitudinal bulkheads 32. The manhole covers are A lanyard 73 having an eye 74 at.

removed from the top plate to allow circulation of cargo oil through the double bottom. With the door plates secured and the manhole covers removed the ship rates a tanker freeboard. The heaters heat the oil and keep the oil in a fluid state. All holds are filled with cargo oil.

FIGURE 12 shows the ship loaded in ore or ore concentrates having a density of about 12.5 to 17.5 cubic feet per long ton. When carrying ore the tank top must be made water tight and the manhole covers are therefore secured to the tank top. Since the ore is generally very dense the ship may be loaded to her marks by only loading down the center line holds. Therefore, the door plates are secured to the longitudinal bulkheads and the center line hold is loaded with ore. The wing tanks may be in ballast water or void as desired. Generally percent more ore may be loaded on a ship constructed according to the invention at tanker freeboard than on a conventional ore carrier because of the degree of water tight subdivision and the strength imparted by the longitudinal bulkheads.

FIGURE 13 shows my ship loaded with coal, grain or other bulk cargo. When less than all of the water tight door plates are secured to the longitudinal bulkhead the ship is only classifiable as steamer freeboard. As a bulk carrier the ship can be rapidly loaded via both wing and center line hatches. Some of the wing holds may be retained as ballast water space by leaving some of the closure plates in position and loading the associated wing tanks in ballast. After loading the center holds and the unballasted wing holds the ballast water may be pumped out and the tanks in which the ballast had been contained may then be filled with cargo. Consequently, no loss of cargo space to ballast water space will be necessary as presently occurs in conventional bulk carriers. When unloading, the center line hatchway is used for the unloading. The wing holds retain their cargo until the door plates are removed. The door plates are easily and readily remotely removed as previously disclosed. The wing holds may be completely emptied to the main holds with the help of a tractor. The tractor runs into the wing holds after termination of gravity flow and pushes the remaining cargo into the main hold for unloading.

FIGURE 14 shows a plan view of my ship with the upper deck removed and showing ballast water for list and trim control placed in wing holds 29-1p forward in 295p aft and 29-35 fore and aft. Obviously, ballast may be placed in any or all of the wing holds to achieve the desired list, trim, and draft. During the loading operation the water can be pumped out as required to maintain or adjust the list, trim and draft.

I have therefore provided a cargo ship for carrying ore, oil or bulk cargoes with either a steamer freeboard or a tanker freeboard and which meets the pertinent structural and subdivision requirements within freeboard.

I claim:

1. A ship for use as a combination oreebulk-oil carrier comprising a shell, .a tank top and upper deck mounted in the shell, a plurality of transverse bulkheads for transverse support of said shell and separation of cargo, a pair of longitudinal bulkheads extending between said tank top and said upper deck for providing longitudinal support for said ship, said longitudinal bulkheads having a plurality of large openings therein adjacent the tank top, oil tight closure means for removably covering said plurality of large openings, said closure means including a door plate, a plurality of bolt sockets mounted about the perimeter thereof, a plurality of bolts mounted in said sockets and adapted to screw into bolt retaining means formed about the perimeter of said opening, and jamming bar means and latch means for holding the door plate against the longitudinal bulkhead when the bolts are withdrawn into said bolt sockets, said jamming bar and latch means so constructed and arranged that whereby remote disengagement of said latch means releases said jamming bar means allowing said door plate to fall away from said bulkhead.

2. A cargo ship according to claim 1 in which said door plate is provided with a gunning groove running about the periphery thereof and on the side opposite said bulk retaining sockets.

3. In a cargo ship for use as either a tanker, ore, or dry bulk carrier, a shell, a tank top, and an upper deck mounted in substantially parallel horizontal spaced planes in the shell, means mounted in the shell including vertically extending longitudinal bulkheads for forming cargo holds, said bulkheads having a plurality of large openings therein adjacent the tank top so that there is free access between the holds whereby the ship rates a steamer freeboard, and conversion means adapted to be mounted on the bulkheads for changing the freeboard rating of the ship from steamer freeboard to tanker freeboard, said conversion means comprising closure means for removably covering each of said plurality of openings and means removably securing the closure means over said openings and to the bulkhead in liquid tight relation thereto so that with the closure means secured, the ship rates a tanker freeboard.

4. A cargo ship according to claim 3 in which said closure means includes a plurality of door plates, and further including hinge means rotatably mounting each of said door plates to the bulkhead over the upper portion of a respective opening therein, and power means connected between the longitudinal bulkhead and the door plate for rotating each door plate about said hinge means between a closed position covering the respective opening and an open position against the bulkhead.

5. In a cargo ship for use as a combination :oreoil-bulk carrier, a shell, a tank top and upper deck mounted in substantially parallel horizontal spaced planes in the shell, a plurality of spaced parallel vertical transverse bulkheads extending between said tank top and said upper deck for transverse support of said shell and separation of cargo, a pair of spaced substantially parallel vertical longitudinal bulkheads extending between said tank top and said upper deck and providing longitudinal support for said ship, said longitudinal bulkheads having a plurality of large openings therein adjacent the tank top, removable closure means for covering each of said plurality of large openings, each of said closure means including a door plate, releasable securing means mounted on the door plate and on the longitudinal bulkhead for fastening the door plate over the openings in said longitudinal bulkhead to form fluid-tight closures for said openings, means for retaining the door plates adjacent the openings when the securing means are released, said last named means including means for remotely releasing the door plate for movement away from the opening.

6. A cargo ship as in claim 5 in 'Which said means for retaining the door plates adjacent the openings when the securing means are released includes bracket means mounted to the bulkhead for holding the upper end of the door plate and a holding arm for restraining the lower end of the door plate.

References Cited by the Examiner UNITED STATES PATENTS 1,110,077 9/1914 Oldtham 114--73 1,111,740 9/1914 Frear 114-73 FOREIGN PATENTS 510,315 9/1920 France. 1,164,650 5/1958 France.

8,002 1888 Great Britain. 95,475 9/ 1960 Netherlands.

MILTON BUCHLER, Primary Examiner.

T. M. BLIX, Assistant Examiner.

Claims (1)

1. 3. IN A CARGO SHIP FOR USE AS EITHER A TANKER, ORE, OR DRY BULK CARRIER, A SHELL, A TANK TOP, AND AN UPPER DECK MOUNTED IN SUBSTANTIALLY PARALLEL HORIZONTAL SPACED PLANES IN THE SHELL, MEANS MOUNTED IN THE SHELL INCLUDING VERTICALLY EXTENDING LONGITUDINAL BULKHEADS FOR FORMING CARGO HOLDS, SAID BULKHEADS HAVING A PLURALITY FOR FORMING CARGO THEREIN ADJACENT THE TANK TOP SO THAT THERE IS FREE ACCESS BETWEEN THE HOLDS WHEREBY THE SHIP RATES A STEAMER FREEBOARD, AND CONVERSION MEANS ADAPTED TO BE MOUNED ON THE BULKHEADS FOR CHANGING THE FREEBOARD RATING OF THE SHIP FROM STEAMER FREEBOARD TO TANKER FREEBOARD, SAID CONVERSION MEANS COMPRISING CLOSURE MEANS FOR REMOVABLY COVERING EACH OF SAID PLURALITY OF OPENINGS AND MEANS REMOVABLY SECURING THE CLOSURE MEANS OVER SAID OPENINGS AND TO THE BULKHEAD IN LIQUID TIGHT RELATION THERETO SO THAT WITH THE CLOSURE MEANS SECURED, THE SHIP RATES A TANKER FREEBOARD.

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