US3540399A - Timber carrying vessel - Google Patents

Timber carrying vessel Download PDF

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Publication number
US3540399A
US3540399A US796953A US3540399DA US3540399A US 3540399 A US3540399 A US 3540399A US 796953 A US796953 A US 796953A US 3540399D A US3540399D A US 3540399DA US 3540399 A US3540399 A US 3540399A
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Prior art keywords
vessel
hold
load
arms
timber
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US796953A
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English (en)
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Karl Olof Gunnar Gabrielsson
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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 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
    • B63B25/006—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for floating containers, barges or other floating cargo

Definitions

  • a timber carrying vessel has buoyancy tanks at 1 1 14/72 the forward and aft ends thereof so that the top end of the hold [51] Int. Cl B63b 35/30 Can either be disposed above or below the surface of the [50] Fleld of Search 114/27, 26, water. Arms are pivotally mounted on the sides of the hold 72, 73 and keep the cargo in place within the hold.
  • Sheet 4 014 TIMBER CARRYING VESSEL The present invention is concerned with a water-going vessel, for transporting bundles of elongated objects which have a lower specific gravity than water, such as round wood, e.g. pulp wood, saw timber, which can be loaded and off-loaded considerably faster than has hitherto been the case.
  • a water-going vessel for transporting bundles of elongated objects which have a lower specific gravity than water, such as round wood, e.g. pulp wood, saw timber, which can be loaded and off-loaded considerably faster than has hitherto been the case.
  • a vessel which lacks holds in the true sense of the word, and instead presents a hull which is divided into buoyancy tanks and upon which the whole timber load is placed.
  • This vessel is loaded in a conventional manner, by means of lifting devices, and discharged by causing the vessel to list, through the medium of the tanks, to such an extent that the whole load slides overboard.
  • the off-loading method is effected relatively faster than previous methods, but presents the serious disadvantage that the high load on deck causes the ship to be unstable and less capable in heavy seas. The risk oflosing part of the load in high seas is also great.
  • the machinery consists of two separate units, each connected to a propeller and installed in a special machine room, in the stern portion of the vessel. The machine rooms are thus remote from the space through which the timber is floated into and out of the vessel.
  • the gates are opened and the vessel settled deeper into the water by filling the tanks with water, so that single layers of timber can be floated into the hold without touching its bottom.
  • the present invention eliminates the aforementioned disadvantages, and enables timber to be loaded onto and discharged from water-going vessels much more rapidly than has hitherto been the case.
  • the invention is concerned with a timber carrying vessel provided with a forecastle and a poop and of twin or single hull construction fitted with buoyancy tanks at the forward or after portions thereof, for transporting whole bundles of timber or timber frames, and is mainly characterized by the combination of an open top hold which extends from the forecastle to the stern of the vessel and adapted to store the load in a fully or partially floating condition during transport, and means for communicating connection with the sea, means for raising and lowering the vessel so that the top edge of the hold lies above or below the level of the surface of the water, and means which are rotatably mounted about shafts in the cross direction of the vessel and mounted on one or both of the upper edges ofthe hold extending in the long direction of the vessel and which are intended to retain and force the load into hold and stabilize the vessel during transport, and means connected to the retaining means to rotate said means about
  • FIG. 1 is a horizontal view of a sea-going vessel
  • FIG. 2 is a horizontal view of the vessel
  • FIG. 3 is a perspective view of load retaining means
  • FIGS. 46 show different loading stages
  • FIG. 7 is a cross section through the center of the vessel during one stage of the unloading procedure.
  • FIG. 8 shows another embodiment of the load retaining means.
  • the reference numeral 1 indicates the hull, which comprises a forecastle with a head 2 and a poop with an afterpart 3 which houses the propelling and auxiliary machinery, and four open top holds 4a-4a' which extends sequentially lengthwise of the vessel from head to stern.
  • the holds are separated from each other and from the forecastle and stern of the vessel by bulkheads 5a5e.
  • a space 6 is arranged in a con ventional manner stern of the vessel, to serve as crew accommodation, and a bridge 7 from which the vessel is controlled.
  • the hull 1 is fitted with twin sides and bottoms, and has decks over the forecastle and stern of the vessel.
  • the hold has no upper deck.
  • the space between the twin bottoms and sides is divided into a number of watertight tanks 8 (see FIG. 7) which can be made to communicate with the sea via a system of pipes and pumps in the machine room.
  • a number of identical retaining means 9 Arranged on the upper ones of the side tanks of the vessel on either side of respective holds are a number of identical retaining means 9.
  • Each means consists of an arm 10 of framework structure (FIG.
  • the arm 10 may, of course, be of shell construction or any other suitable construction.
  • the bearing 11 is fixed at the upper edge of the external sides of the hull so that the shaft extends generally parallel with said edge, the arm thus being rotatable in the cross direction of the ship, and so that the distance in the longitudinal direction of the ship between two adjacent retaining means is substantially the same on both sides of the hull.
  • the arm 10 extends from its pivot point so that its free end is located somewhat on the opposite side of the fore-andaft line of the vessel when the arm is swung in to the horizontal position.
  • each arm 10 Fixed on each arm 10 is a coupling means 14, by which two opposing arms on opposite sides of the hold can be connected together over the hold.
  • Each retaining means is provided with a hydraulic motor 15, which is connected to the shaft for its rotation.
  • the hydraulic motors can be operated from a central position in the vessel, e.g. the bridge.
  • these drive means need not be hydraulic and the retaining means can be operated mechanically or in some other suitable manner, similarly the motors may be adapted so that two or more retaining means are operated by the same motor (FIG. 3 shows this embodiment).
  • the vessel is loaded in the following manner. Before the vessel arrives at the loading station, the lashed bundles in the water are towed to mooring dolphins.
  • the bundles shall be turned so that their long sides face the dolphins and together cover a regular surface on the water, the length of which along the dolphins being slightly less than the length of the hold in the vessel and the extension of which from the dolphins corresponding generally to twice the width of the hold.
  • the distance between the dolphins should be such that the retaining means of the vessel can be inserted unhindered therebetween when mooring the vessel.
  • the retaining means are positioned by means of the hydraulic motors, so that the arms 10 on one side ofthe vessel extend upwards while the arms on the opposite side extend down into the sea.
  • the vessel is moored to the dolphins on the outside of the timber float and with the side on which the arms depend into the sea facing the logs.
  • the connections between sea and the hold and the tanks surrounding the hold are then opened to allow water to flow therein to increase the draught of the vessel.
  • These connections are assumed to be so dimensioned that filling is effected rapidly. It is, of course, also possible to take on water by means of the vessels own pumps. Filling is continued until the tanks are partially filled and the holds completely filled with water.
  • the vessel is held afloat in its new position of equilibrium in the water by the buoyancy of the forecastle and stern of the vessel and the partially filled tanks.
  • This buoyancy is assumed to be such that, in the new attitude of the vessel, the hold openings are located at a distance below the surface of the water which exceeds the draught of the float of logs adjacent thereto (FIG. 4).
  • the vessel is now pulled sideways by means of the mooring lines and capstans or winches in under the float of logs until the upwardly extending retaining arms contact the float. Whilst maintaining the tension in the mooring lines, the upwardly extending arms are rotated outwardly from the vessel, so that said vessel can be drawn further in under the float of logs.
  • movement of the arms is ceased and the capstans stopped, whereafter the arms are locked in the position thus obtained.
  • the downwardly extending arms, beneath the float of logs are then rotated into contact with the float (FIG. 5). It should be ensured during these operations that the longitudinal position of the vessel in relation to the dolphins is such that said dolphins do not obstruct the movement of the arms. If necessary, the position of the ship can be adjusted by means ofits own propelling machinery or the capstans.
  • the lines mooring the float of logs to the dolphins are released when the vessel has been positioned with the hold situated beneath the float and the float held by the retaining means.
  • the arms are then rotated towards each other, to clamp the float of logs in its cross direction and force said float into the holds.
  • the arms continue to be rotated until they are directed generally vertically upwards, whereafter the tanks are emptied of water.
  • This vessel is, in this way, lifted in the water to a position in which finally the openings to the holds are located somewhat above the surface of the water (FIG. 6).
  • the retaining arms are then further rotated towards each other, to force the load held therebetween downwards. Since the holds are still in open communication with the sea the vessel is, in this way, via the arms and the wood floating in the holds, lifted further out of the water and is supported by said wood to an extent which is determined by the buoyancy of the wood. Subsequent to the arms being rotated to a sub stantially horizontal position, the ends of opposing arms are joined together by coupling means 15.
  • Unloading is effected in substantially reverse order to loading.
  • the vessel arrives at the unloading station it is anchored where the wood is to be off-loaded, whereupon the tanks are partially filled with water, to cause the vessel to sink to a position in which the openings to the holds are located slightly beneath the surface of the water. All retaining arms are then rotated upwards. While rotating the arms (FIG. 7) the pressure of said arms against the load ceases progressively, whereby the load lifts in relation to the surface of the water and the ship sinks to a corresponding degree. When the distance between opposing arms is sufficiently great they lose contact with the bundles of wood, allowing the wood to float unhindered to the surface.
  • Rotation of the arms is continued until they are directed generally horizontally outwards from the side of the vessel, all bundles floating to the surface of the water.
  • the vessel can then be swung about its anchorage, so that the bundles of wood can more easily float away.
  • the buoyancy tanks are emptied, to lift the hold openings above the surface of the water, and the holds are drained.
  • a further advantage of the vessel according to the invention is that no devices in addition to those aforedescribed are needed to take the load onboard, and neither does it require personnel to stow the load in the holds. Neither does loading of the vessel require the use of shoreside equipment, or the use of towing assistance over and above that which is normal when maneuvering a ship in harbor. Neither are the aforementioned dolphins used to moor the float of timber and the vessel absolutely necessary since the chainbouno float of timber can be anchored at any point where the depth of water permits the vessel to sink to loading position, with the hold openings submersed beneath the surface of the water.
  • the vessel is tied up at the anchored float and then sunk to loading position, whereafter the float of wood is drawn in over the vessel by means of capstans or the like, against the upstanding retaining arms on the opposite side of the vessel. Loading then continues as described in the aforegoing example.
  • Discharging of the cargo of the vessel according to the invention is also effected very rapidly, without requiring any personnel or equipment other than that carried by the vessel itself.
  • Thespeed at which the bundles of wood rise to the surface from the holds can be regulated by the speed at which the retaining arms are rotated and/or the speed at which the ship is lowered in the water, thereby avoiding damage to the load despite the very short off-loading time.
  • the vessel is partially supported during its voyage by the buoyancy of the load, the hull can be made much simpler than would otherwise be the case. This in itself is a great advantage, since the profitability of a vessel is greatly determined by the amount it cost to build.
  • the vessel can be used in icebound seas, as opposed to towing vessels, which cannot be used under such conditions, the vessel according to the invention can also be used for longer periods of the year than vessels adapted to tow the wood. Furthermore, the period over which the vessel can be used can be further extended by fitting an icebreaking stem to the bows thereof.
  • the following advantages are also gained with the vessel of the invention when compared with the transportation of wood by towing vessels. The costs entailed by arranging the bundles for towing disappear completely and the chain costs are considerably reduced. The total transportation costs at sea are only about half the corresponding costs entailed when towing in the conventional manner.
  • the length of the retaining means is such that swung horizontally inwards said means extend across the hold to the opposite side thereof, where they can be secured by some suitable securing means.
  • This embodiment offers the advantage whereby the arms can engage about a larger load, i.e. a wider timber float, than in the aforedescribed example.
  • the vessel can also be loaded in the normal way, by hoisting the load on board with cranes or the like, similarly as it is also possible to store a so-called deck load ontop of the retaining arms and the load held in the holds.
  • the vessel can be fitted with support means which, similarly to the load retaining means for the holds, can be made to pivot about the shafts l2 and connected to corresponding rotation means.
  • the support means may either be fixedly attached to the load retaining means for the hold or arranged for rotation independently thereof. In the former instance the joined supports and retaining means form substantially right angles to one another.
  • FIG. 8 shows this embodiment.
  • each retaining means and support means is provided with a coupling means, which enables them to be connected to and disconnected from the rotation means.
  • the support means When the support means are fixed to the retaining means they serve in upright position as a support for the deck load. This eliminates the time consuming task of manually erecting these supports.
  • the deck load is taken on board in a conventional manner, by cranes etc. If the supports and retaining means are capable of pivoting independently of a each other loading and off-loading of the deck cargo is effected in essentially the same manner as that described above with regard to loading the holds. Of course, the deck load is not forced down vertically, but that the support means are locked in an upright position on either side of the deck load.
  • said arms can be connected in pairs by means ofa plate, for instance, which covers the space between the arms so that the wood slides against the plate instead of the arms. This presumes, of course, that the pairs of arms thus joined are operated by the same rotation means.
  • a single hull construction instead of a double hull construction, provided that the forecastle and stem of the vessel are fitted with suitable buoyancy tanks.
  • the advantage to be gained hereby is that a greater portion ofthe hull can be used as storage space than in the case of a twin hull structure.
  • the twin hull construction does not require as strong stiffening members, in the form of bulkheads etc.
  • the vessel of the invention need not be selfpropelling, but can, if so desired, also be a towed vessel.
  • the retaining means may be mounted along only one side of the vessel, although in this instance the load capacity of the vessel is reduced somewhat in relation to the possible capacity ofa vessel in which the means are mounted on both sides thereof.
  • a timber carrying vessel of the type presenting a forecasv tle and a poop and being of twin or single hull construction and having buoyancy tanks at the forward and after sections thereof, intended for transporting loads of timber characterized by the combination of an open top hold which extends from the forecastle to the stern of the vessel and is adapted to store the load in a fully or partially floating condition during transport, and means which can be placed in communication with the sea, means for raising and lowering the vessel in relation to the surface of the water to situate the top edge of the hold above or beneath said surface, and means which are rotatably mounted about shafts in the cross direction of the vessel on at least one of the long edges of the hold and which are intended to retain and bring pressure to bear on the load in the hold and stabilizing the vessel during transport, and means connected to the retaining means to rotate said retaining means about the shafts, the rotary movement being restricted essentially solely by the sides of the hull.
  • the vessel of claim 1 characterized in that the rotation means are hydraulic motors.
  • the vessel of claim 3 characterized in that means are provided for attaching the free ends of the retaining means to the opposite side of the hold.
  • the vessel of claim 4 characterized in that means are provided for coupling the two adjacent ends of opposing retaining means, to form a unit.
  • the vessel of claim 1 characterized in that the rotation and retaining means are adapted to apply force to a generally rectangular float of timber presenting a width greater than the width of the hold, when the opening of the hold is located under the float of timber.
  • the vessel of claim 1 characterized in that the retaining means are adapted so that when the vessel is located beneath a load of timber floating on the surface of the water they can be directed obliquely upwards and fixed in this position to allow the timber to slide under its own weight down into the hold along said retaining means, when the vessel is raised.
  • each rotation means is connected to two or more of the retaining means on one side ofthe hold so that said means at any moment of rotation form the same angle to the sides of the hull, and that each so connected unit is together by a means which presents a substantially flat surface facing the direction in which the retaining means exert the force against the load, wherein the load slides under its own weight along said surface when the retaining means are directed obliquely upwards.
  • the vessel of claim 10 characterized by means capable of being rotated about the shafts to steady in the cross direction of the vessel a deckload placed upon the load compacted in the hold by the retaining means, and wherein the load steadying means and the retaining means are connected to each other.
  • the vessel of claim 10 characterized in that the load steadying means and retaining means can be rotated by the rotation means independently of each other.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Ship Loading And Unloading (AREA)
US796953A 1968-02-07 1969-02-06 Timber carrying vessel Expired - Lifetime US3540399A (en)

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SE1579/68A SE312993B (fr) 1968-02-07 1968-02-07

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3823681A (en) * 1972-11-16 1974-07-16 Inter Hull Barge carrying transport vessel
US4232720A (en) * 1973-08-04 1980-11-11 Toyo Pulp Co., Limited Round log material and method of producing the same
GB2179303A (en) * 1985-08-21 1987-03-04 Iain Saville Goldrein Ships
US9217571B1 (en) * 2012-06-11 2015-12-22 Burner Systems International, Inc. Burner head with magnetic burner cap connection

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3823681A (en) * 1972-11-16 1974-07-16 Inter Hull Barge carrying transport vessel
US4232720A (en) * 1973-08-04 1980-11-11 Toyo Pulp Co., Limited Round log material and method of producing the same
GB2179303A (en) * 1985-08-21 1987-03-04 Iain Saville Goldrein Ships
GB2179303B (en) * 1985-08-21 1989-08-02 Iain Saville Goldrein Ships
US9217571B1 (en) * 2012-06-11 2015-12-22 Burner Systems International, Inc. Burner head with magnetic burner cap connection

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Publication number Publication date
SE312993B (fr) 1969-07-28

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