US3499410A - Stabilization system for liquid cargo ships - Google Patents

Stabilization system for liquid cargo ships Download PDF

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Publication number
US3499410A
US3499410A US386982A US3499410DA US3499410A US 3499410 A US3499410 A US 3499410A US 386982 A US386982 A US 386982A US 3499410D A US3499410D A US 3499410DA US 3499410 A US3499410 A US 3499410A
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United States
Prior art keywords
bulkheads
liquid
tanker
bulkhead
longitudinal
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Expired - Lifetime
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US386982A
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English (en)
Inventor
Sheldon B Field
Thomas F Bridges
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John J Mcmullen Associates Inc
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John J Mcmullen Associates Inc
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
    • B63B39/03—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses by transferring liquids

Definitions

  • This invention relates to a passive stabilization system and more particularly to such a stabilization system for water going tankers which are adapted to transport a liquid cargo, or the like, therein.
  • FIG. 1 is a side elevation partially in section of a liquid cargo tanker showing one example of the location of the passive stabilization system
  • FIG. '2 is a vertical transverse section taken along line 22 of FIG. 1;
  • FIG. 3 is a vertical longitudinal section taken along line 3-3 of FIG. 2 and illustrates the section of a longitudinal bulkhead located within the stabilizer system;
  • FIGS. 4 and 5 are side elevation views of some of the elongated holes or ports cut in the longitudinal bulkheads
  • FIG. 6 is a vertical section taken on line 66 of FIG. 4;
  • FIG. 7 is a top plan view of the cargo section of another type of vessel with large cargo or ballast tanks;
  • FIG. 8 is a vertical transverse section taken along line 8-8 of FIG. 7;
  • FIG. 9 is a vertical longitudinal section taken on line 99 of FIG. 8, showing the central upright damping plate having elongated holes and ports cut therein.
  • FIG. 1 there is illustrated a tanker 10 having an engine and quarter section 12 and a cargo section 14.
  • Said cargo section 14 is divided into a plurality of compartments by transverse watertight bulkheads 16 and two parallel longitudinal bulkheads 18.
  • the passive type stabilization system is located in cargo tank 4, said stabilization system being generally indicated as 20 and illustrated in schematic in FIG. 1.
  • longitudinal bulkheads 18 extend from the top to the bottom of the liquid cargo area and have a plurality of elongated openings or panel cuts therein.
  • the purpose of the elliptical end of short openings 26 is to provide the maximum opening for liquid transfer therethrough and at the same time provide for maximum structural design so that the solid portion of the longi tudinal bulkhead does not experience great stresses in the areas near the ends of the lowermost cuts.
  • the purpose of the different dimensions for openings 22 and 24 is also a structural one so that optimum liquid transfer is provided without a detrimental loss in structural design of the longitudinal bulkhead. It can be seen in FIG. 3 that the short openings 26 have a plurality of locations which are progressively more centrally and downwardly located within the longitudinal bulkhead. Once again, this is done for structural reasons so that the bulkhead can withstand its own weight, and the additional forces applied thereto when fluid is transferring therethrough.
  • the panel cuts are disposed in upper and lower groups, said groups being vertically spaced from each other.
  • the stabilization system is defined on one side by bulkhead 28 and on the other by bulkhead 30.
  • Bulkhead 32 defining cuts 36 and a plurality of structural webs 34 defining cuts 38 are located transversely in the tanker, and provide for additional structural support.
  • a plurality of bulkhead stiffeners in the form of I- beams or L-beams 42 are mounted longitudinally and in parallel relationship with each other on the solid parts of longitudinal bulkheads 18. These stiffeners 42 provide the structural strength to the bulkhead 18 which opposes the great forces and pressures applied to said bulkheads 18 by the transferring fluid therethrough. Furthermore, great pressures will be exerted normal to said bulkhead by the potential hydrostatic head formed by the liquid in the raised side compartments of the tanker when the tanker experiences a roll condition. As better seen in FIG. 2, the stiifeners 42 have an increasingly greater transverse dimension as the locations of said stiifeners 42 are viewed from top to bottom. The reason for this design is that the pressures or forces at the top of the bulkhead 18 will be much less than the pressures and forces acting on the bottom of said bulkhead 18. Therefore, greater strength reinforcement is needed at the bottom than at the top.
  • a row of circular cuts 44 are defined in bulkheads 18 above the topmost stiffener 42.
  • FIGS. 1-6 The operation of the system shown in FIGS. 1-6 will now be described. It will first be assumed that the tanker is operating with the liquid level in the ballast condition within the cargo section 14 of the vessel. As illustrated in FIG. 2, the liquid level-ballast condition is located slightly below the upper limit of the area of panel cuts for the lower group of cuts. As the tanker rolls to lower the right side thereof, as seen in FIG. 2, the liquid within the stabilization system flows through the lower group of panel cuts so that fluid mass accumulates at the right section of the stabilizer. As the liquid flows through the longitudinal bulkheads 18, a portion of the kinetic energy of said fluid is dampened by the fluid motion impedance imparted by the stationary bulkheads 18.
  • the accumulated fluid mass in the right section of the stabilizer imparts a stabilizing moment to the tanker which opposes the roll of the tanker.
  • the fluid mass within said right section forms a hydrostatic head and the liquid now flows to the left through the lower panel cuts in bulkheads 18 toward the opposite side of the tanker.
  • the external forces or waves striking the tanker impart a certain amount of kinetic energy to the moving fluid. Said kinetic energy is dampened as the liquid within the stabilizer passes through the area of panel cuts within said bulkheads 18.
  • the tank section of ship 50 comprises two vertically disposed longitudinal bulkheads 52 and 54 running substantially the entire length of the tanker.
  • a plurality of transverse bulkheads define with bulkheads 52 and 54 a plurality of sections or individual compartments throughout the ship.
  • a lower deck 58 is mounted horizontally throughout and divides said ship in the vertical plane.
  • a plurality of centralized watertight compartments 60 are defined in the central bottom portion of the ship.
  • Compartments 60 are defined by bulkheads 52 and 54 which form the ends thereof and transverse bulkheads 56 which comprise the sides thereof, the bottom of the ship 62 which comprises the bottom of the stabilization tank and the lower deck 58 which comprises the top.
  • a bulkhead or panel 64 is vertically mounted along the center line of the ship and extends from the lower deck 58 to the bottom of the ship 62 and longitudinally (laterally for tank 60) between two respective transverse bulkheads 56.
  • the upright panel 64 defines therein a plurality of elongated panel cuts 68 disposed in a plurality of rows and columns and an upper row of circular panel cuts 70 and a lowermost row of circular panel cuts 72.
  • Panel cuts 70- and 72 are circular because of structural reasons, and said design prevents great stresses within bulkhead 64.
  • a plurality of transverse structural webs 74 are mounted within tank 60 between bulkheads 52 and 54 and function to aid the structural function of central bulkhead 64.
  • the tank type stabilization systems 60 are, in this instance, located in tanks No. 1, 2, 3, 4, 6 and 7, and each has a body of liquid therein which is distributed between the two sections of each stabilizer 60, said body of water or other liquid partially filling the said stabilizer 60 and having a volume which is substantially equal to the ballast volume for the ship.
  • the other sections of the ship that is, sections 76, 78, 80, 82 and 84 are adapted to be used for storing and transporting liquid in the conventional manner. Liquid flow between the sections 76 to 84 is prevented by the solid bulkheads 52, 54 and transverse bulkheads 56 and lower deck 58.
  • ballast or stabilizing liquid can be of any suitable type notwithstanding the type of liquid being transported or stored. If desired, said stabilizing liquid could be reserve oil or fuel, ballast or a suspension, which need only be used in an emergency.
  • a hydrostatic head is formed by the accumulated fluid mass within the right side of compartment 60 and the fluid begins to transfer toward the left side of said compartment, again through the panel cuts of bulkhead 64. Again, as the liquid transfers through said bulkhead, a portion of the kinetic energy thereof is dissipated by the throttling action of said panel cuts. After the tanker reaches its maximum degree of roll and the left side thereof begins to rise toward the horizontal, the accumulation of fluid mass at the left side of compartment 60 imparts a stabilizing moment to the ship which opposes the roll of the ship.
  • the only fluid energy damping means is located in the center of compartment 60 and comprises the existing bulkhead structure of the ship so that there is no requirement of adding additional structure for stabilization purposes. Furthermore, the stabilization function is performed by the liquid medium so that no additional liquid is necessary for stabilization purposes other than that normally carried by the ship as ballast or cargo.
  • a liquid cargo tanker comprising a plurality of transverse liquid tight bulkheads mounted within the hull and forming therewith a plurality of compartments, a pair of longitudinal bulkheads symmetrically mounted in said hull, and being spaced from the centerline and hull sides all said bulkheads extending to the main deck of said tanker, a horizontal tween deck mounted between said longitudinal bulkheads and forming with the hull bottom, adjacent transverse bulkheads and longitudinal bulkheads an enclosed passive stabilizer tank, which is 5 bounded on three sides by liquid tight cargo subcompartments, at least one additional longitudinal bulkhead spaced from said pair of longitudinal bulkheads and mounted across said stabilizer tank and extending vertically from the hull bottom to the tween deck, said additional bulkhead having a plurality of openings spaced throughout the vertical dimension thereof, and a liquid body partially filling said stabilizing tank to a static liquid level which is above some of the openings and below others of said openings.
  • 15 A tanker as set forth in claim 1, wherein a

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Containers Having Bodies Formed In One Piece (AREA)
  • Catching Or Destruction (AREA)
US386982A 1964-08-03 1964-08-03 Stabilization system for liquid cargo ships Expired - Lifetime US3499410A (en)

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US38698264A 1964-08-03 1964-08-03

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US3499410A true US3499410A (en) 1970-03-10

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US386982A Expired - Lifetime US3499410A (en) 1964-08-03 1964-08-03 Stabilization system for liquid cargo ships

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US (1) US3499410A (de)
DE (1) DE1297507B (de)
ES (1) ES316085A2 (de)
FI (1) FI43690B (de)
GB (1) GB1088746A (de)
NL (1) NL6510042A (de)
NO (1) NO126469B (de)
SE (1) SE346956B (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3896754A (en) * 1974-01-02 1975-07-29 Nippon Kokan Kk Structure of cargo oil tanks of a tanker
US3943873A (en) * 1974-03-18 1976-03-16 The United States Of America As Represented By The Secretary Of The Navy Cargo/ballast separation by dual membrane system
US3978806A (en) * 1975-06-03 1976-09-07 Wharton Shipping Corporation Vessel with flooded hold for transport of barges
US4233924A (en) * 1978-04-13 1980-11-18 The British Petroleum Company Limited Underwater craft launch tube
US4308815A (en) * 1978-06-09 1982-01-05 Conway Charles S Tanker vessel construction
US20070245941A1 (en) * 2004-07-02 2007-10-25 Sandstrom Robert E Lng Sloshing Impact Reduction System
EP2035742A1 (de) * 2006-06-19 2009-03-18 Tanker Engineering AS Anordnung für einen zylindrischen tank zum transport von verflüssigten gasen bei niedriger temperatur in einem schiff
CN113793484A (zh) * 2021-10-13 2021-12-14 中船澄西船舶修造有限公司 一种液货船独立报警传感器安装装置

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2344334A (en) * 1998-12-04 2000-06-07 David Charles White Active vessel stabilization system

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE688796C (de) * 1938-05-13 1940-03-02 Siemens App Tankstabilisierungsanlage
US3103198A (en) * 1960-10-25 1963-09-10 Mcmullen Ass John J Safety arrangement for stabilization system
US3164120A (en) * 1963-06-13 1965-01-05 Mcmullen Ass John J Flume stabilization system for tankers and the like
US3260231A (en) * 1964-03-31 1966-07-12 Exxon Research Engineering Co Roll stabilization system for tankers

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE688796C (de) * 1938-05-13 1940-03-02 Siemens App Tankstabilisierungsanlage
US3103198A (en) * 1960-10-25 1963-09-10 Mcmullen Ass John J Safety arrangement for stabilization system
US3164120A (en) * 1963-06-13 1965-01-05 Mcmullen Ass John J Flume stabilization system for tankers and the like
US3260231A (en) * 1964-03-31 1966-07-12 Exxon Research Engineering Co Roll stabilization system for tankers

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3896754A (en) * 1974-01-02 1975-07-29 Nippon Kokan Kk Structure of cargo oil tanks of a tanker
US3943873A (en) * 1974-03-18 1976-03-16 The United States Of America As Represented By The Secretary Of The Navy Cargo/ballast separation by dual membrane system
US3978806A (en) * 1975-06-03 1976-09-07 Wharton Shipping Corporation Vessel with flooded hold for transport of barges
US4233924A (en) * 1978-04-13 1980-11-18 The British Petroleum Company Limited Underwater craft launch tube
US4308815A (en) * 1978-06-09 1982-01-05 Conway Charles S Tanker vessel construction
US20070245941A1 (en) * 2004-07-02 2007-10-25 Sandstrom Robert E Lng Sloshing Impact Reduction System
US7469651B2 (en) 2004-07-02 2008-12-30 Exxonmobil Upstream Research Company Lng sloshing impact reduction system
EP2035742A1 (de) * 2006-06-19 2009-03-18 Tanker Engineering AS Anordnung für einen zylindrischen tank zum transport von verflüssigten gasen bei niedriger temperatur in einem schiff
EP2035742A4 (de) * 2006-06-19 2010-01-06 Tanker Engineering As Anordnung für einen zylindrischen tank zum transport von verflüssigten gasen bei niedriger temperatur in einem schiff
CN113793484A (zh) * 2021-10-13 2021-12-14 中船澄西船舶修造有限公司 一种液货船独立报警传感器安装装置

Also Published As

Publication number Publication date
ES316085A2 (es) 1966-04-01
SE346956B (de) 1972-07-24
FI43690B (de) 1971-02-01
NL6510042A (de) 1966-02-04
DE1556473A1 (de) 1972-08-03
NO126469B (de) 1973-02-12
DE1556473B2 (de) 1972-08-03
GB1088746A (en) 1967-10-25
DE1297507B (de) 1969-06-12

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