US3604389A - Water transportation system with shore-based propulsion - Google Patents

Water transportation system with shore-based propulsion Download PDF

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US3604389A
US3604389A US794319*A US3604389DA US3604389A US 3604389 A US3604389 A US 3604389A US 3604389D A US3604389D A US 3604389DA US 3604389 A US3604389 A US 3604389A
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cable
vessel
terminals
sheaves
hull
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US794319*A
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George G Roberts
David J Seymour
Wilburt H Reich
Charles A Black
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CABLE FERRY SYSTEMS
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CABLE FERRY SYSTEMS
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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 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/54—Ferries

Definitions

  • the invention includes a cable ferry system over a route between two or more points, in which a vessel is attached to an underwater cable that is maintained at a deepwater level for all except possibly those portions nearest the shoreline.
  • a vessel is attached to an underwater cable that is maintained at a deepwater level for all except possibly those portions nearest the shoreline.
  • the cable is maintained at a level well below the keel depth of all navigating surface vessels, as prescribed by the appropriate regulatory bodies, such as the U. S. Corps of Army Engineers in United States territorial waters.
  • the present invention controls a buoyant carrier which is free from the bottom and is moved by a submerged cable or other conveying means that does not interfere with other surface traffic
  • submerged cable is here intended to denote not only standard wire cable, whether protected by plastic coatings or coverings or not, but also chains, ropes, and other generally flexible linear bodies.
  • the buoyant carrier is a novel type of vessel which in many ways resembles a ferryboat but has distinct differences which are explained below.
  • This buoyant carrier is connected to the cable by a fixed or semifixed connection, so that there is normally one buoyant carrier per cable.
  • an endless cable loop may have a buoyant carrier on each of its two passes between two points, and there may be other instances where the use of more than one carrier per cable is desirable.
  • the system of the invention enables rapid and efficient transportation of people, vehicles, equipment, and cargo across short distances (i.e., up to a few miles) of navigable waterways at relatively low cost, at very low risk, and with very high safety factors. It can provide transportation across water at a relatively high speed, Le, to knots, and at the same time it enables the installation of a system having very low construction costs as well as low maintenance and operation costs. It makes it possible to maintain continuous scheduled service at frequent starting intervals without lost trips, even when there is fog or other inclement weather.
  • the invention may be contrasted with the use of boats, bridges, and tubes.
  • Bridges and tubes offer the advantage of continuous movement of vehicular traffic, so long as there is no traffic accident upon or within them and so long as they are able to accommodate the traffic without congestion. They are economically efficient for short distances; however, as distances get longer and longer and, as the water over which or through which they pass gets deeper and deeper, bridges and tubes become less and less economically feasible, reaching extremely high costs for crossings of several miles of deep water. For instance, bridges must be constructed either with very high clearances for fixed spans, or with movable spans to enable the passage of water traffic and deep draft vessels, which, when opened, can back traffic up for miles on both sides.
  • this new system is relatively inexpensive to build and to operate, and the presence of deepwater channels does not add to the expense.
  • the system can operate over relatively long distances and can accommodate large numbers of passengers and vehicles, and provide frequent, continuous service.
  • Ferryboats have often been used for the shorter distances to which this invention applies, just as ships are standard transportation for cargoes and passengers over relatively long water distances, as across oceans. Ferryboats, however,
  • ferryboats generally have an effective or economic life of only about 25 years, which is much shorter than that of bridges and tubes. Hence, the total cost of construction, operation, maintenance, and replacement of a ferryboat system is often as high as that for a bridge or tube, especially over the shorter ferry routes.
  • Ferryboats also have had the disadvantages of being relatively slow and unwieldy, and of having to carry large crews to insure the emergency safety of the passengers. Frequent service can be provided to carry loads comparable with the traffic rates of bridges and tubes, only by demanding high fares to compensate for the extra trips, and for the lightly loaded trips during greatly reduced traffic hours. Ferryboats have normally been unable to operate efficiently during heavy fogs and other bad weather; as a result, frequent and prolonged schedule delays have occurred. Even if they do not miss trips, ferries characteristically fall behind schedule in bad weather, and the risk to the safety of the passengers and crew is increased.
  • Typical ferryboat clocks are very susceptible to damage during periods of fog or inclement weather, due to the problems in controlling a free-floating vessel with little weight on. All these factors add to the expenses of such prior art systems.
  • the system of the present invention is less expensive, being initially less costly to build, having longer effective life and being much less expensive in every phase of ferryboat operations.
  • the buoyant carrier is much simpler than a ferryboat to construct, because expensive engine systems and inside-the-hull installations are eliminated, and its hull can be filled with permanently buoyant flotation material that makes it impossible to sink the craft and eliminates corrosion and maintenance inside the hull.
  • this vessel can be operated without any propulsion installation on board; in fact, the absence of onboard propulsion unit and fuel tanks is one factor that enables the hull to be filled with flotation material. There can be more clear deck space, and the unloading, loading and stowage operations can be made simpler and more efficient. The costs of propulsion energy are reduced sharply due to the high efficiency of a direct relationship between energy input and vessel movement.
  • This new system substantially eliminates operating damage to terminals, whether floating or standard, and its depreciable life is more than twice as long as that of a typical ferryboat.
  • the novel, floating terminals as described herein have the advantage of eliminating costly land acquisition and expensive dock protection, and enable the vessel to maintain its proper position in the slip without the use of positioning dolphins and piles.
  • a loading ramp which can be the same width as the car deck, enables connection between the floating terminal and the land at relatively low cost.
  • the efficiency of such terminals in enhanced by the ability to make the shore connections between the vessel and rails or roads automatic and positive, without reference to constantly variable tidal and sea conditions.
  • standard ferry slips can be used if desired, for the system is not limited to use with floating terminals or slips.
  • this system has five marked advantages: First, greatly reduced pollution of the atmosphere and the water due to use of electrical rather than fossil fuel energy; second, elimination of landfills associated with causeways, and the elimination of the effects of landfills on the marine ecology; third, low construction and operating costs, which enable low fares; fourth, vastly increased safety; and fifth, ability to eliminate transit delays and cancellations because it can maintain continuous scheduled sailings and service in substantially any weather.
  • the present invention having no main propulsion system on the ship, has no shaft and bearings, no propellers, no steering gear or steering controls, no main engine, no fuel system, no anchor system, no engine room, and requires none of the safety equipment associated with engine rooms, such as a fixed carbon dioxide system. It needs no lifeboats, davits, or liferafts, and it needs no navigational radar equipment.
  • a significant mechanical feature is that the propulsive power for the ferry is generated ashore, where it can utilize more economic power sources, where space is not at a premi um, and where maintenance and service resources are easier. Thus operation at the same power consumption is less expensive, and less power is needed, as has already been established.
  • a free-floating self-propelled vessel would have a propulsive coefficient of 45 percent to 50 percent, contrasted to the new cable ferry vessel.
  • the cable ferry substantially eliminates such losses, having no propeller to drive it through the water, which itself imparts a viscous drag.
  • the drag added by the cable and connecting struts is much less than the losses in the selfpropelled vessel.
  • the propulsion coefficient of a cable ferry is approximately 75 percent for a I-mile crossing.
  • a hydrodynamic advantage is in the rapid acceleration and deceleration possible with the cable drive and not possible with self-propelled vessels.
  • the new system can change from full stop to full speed and from full speed back to stop in less than half the time that a conventionai ferryboat can achieve such changes.
  • This positive control feature has significant favorable safety, control, and energy efficiency implications.
  • another hydrodynamic feature of this invention is the directional stability provided by the cables, so that no rudders are needed for steering except when extreme side forces develop from winds or currents. Such conditions are, of course, abnormal. Even then, the cable provides the principal forces of directional stability, and the side loading can be substantially reduced by placing the cable-guiding sheaves closer together, and, in special instances of abnormal side loading, rudders may be utilized to efficiently "crab the vessel against these side forces.
  • the buoyant carrier itself is novel, and so are the means for connecting it to the cable.
  • the underwater sheave system like the connecting means, are unlike anything heretofore known.
  • Another important element of the full system is its novel floating terminals or slips, and its peripheral control and connecting features.
  • FIG. 1 is a view in side elevation of a portion of a cable ferry system embodying a single-hull buoyant carrier attached to an underwater cable by a pair of pivoted struts.
  • the cable and the attachment struts are shown in two different positions, an upper solid-line position and a lower position shown in broken lines. Parts of the hull are broken away and shown in the secton.
  • FIG. 2 is a fragmentary view in perspective of a waterway system employing the components of FIG. I.
  • FIG. 3 is a fragmentary view of part of the cable system of FIG. 2, illustrating how the underwater cable may go around a curve.
  • FIG. 4 is a diagrammatic view in perspective of a preferred cable system embodying the principles of the invention and employing a continuous cable with a return run of the cable.
  • FIG. 5 is a similar view of a modified form of system embodying the principles of the invention and employing a single-wire cable system.
  • FIG. 6 is a profile diagram illustrating how the cable can be placed underwater with minor dredging of underwater peaks, the cable, also bridging deepwater channels.
  • FIG. 7 is a view in side elevation, similar to FIG. I, of a modified form of buoyant carrier having a catamaran-type hull and vertically slidable struts, also embodying the principles of the invention.
  • FIG. 8 is a top plan view of the carrier of FIG. 7 showing the deck with commuter trains carried thereon.
  • FIG. 9 is a view in side elevation of a floating terminal of the invention used in connection with the vessel of FIG. 7 for transportation of railcars.
  • FIG. 10 is a top plan view of the floating terminal of FIG. 9.
  • FIG. 11 is a fragmentary view in end elevation of the buoyant carrier of FIG. 7.
  • FIG. 12 is a bottom plan view of one of the hulls of FIG. I 1.
  • FIG. 13 is a view in side elevation of a ground-anchored and ground-supported cable support members with its sheave assembly.
  • FIG. 14 is a view in and elevation of the support member of FIG. 13.
  • FIG. 15 is a somewhat diagrammatic view in end elevation of one end of a system of this invention showing a cable drive, in conjunction with a single-hull type of vessel.
  • FIG. I6 is a fragmentary view in perspective of a portion of an underwater cable and two deepwater ground-anchored floating sheave assemblies.
  • FIG. 17 is a view in side elevation of one of the floating I sheave assemblies of FIG. 16.
  • FIG. 18 is a view in end elevation of the sheave assembly of FIG. 17.
  • FIG. I9 is a view in perspective of a preferred form of grip for connecting the cable to the strut of the buoyant carrier.
  • FIG. 20 is an exploded view in perspective of the grip as sembly of FIG. U.
  • FIG. 21 is a view in side elevation of another modified form of catamaran-type buoyant carrier embodying the principles of the invention, with its strut connection to the underwater cable.
  • This carrier is especially well adapted to transport automobiles and trucks.
  • FIG. 22 is a view in end elevation of the carrier of FIG. 21, shown over a floating sheave assembly of FIG. 17.
  • FIG. 23 is a top plan view of the carrier of FIG. 21.
  • FIG. 24 is a diagrammatic view in side elevation of a cable declivity tracking system which may be used in the system of the invention.
  • FIG. 25 is a circuit diagram of the declivity tracking system of FIG. 24.
  • FIG. 26 is a diagrammatic view and circuit diagram of a wire signal-carrier control for the system of the invention.
  • FIG. 27 is a diagrammatic view in perspective of a similar system employing radio control.
  • FIG. 28 is a top plan view of a ground-anchored sheave assembly and ground support for use in going around curves.
  • FIG. 29 is a fragmentary view in perspective of a vessel of this invention docked at a very simple floating dock connected to land by a ramp.
  • FIG. 30 is a fragmentary view in side elevation of the assembly of FIG. 29 showing only a part of the vessel but showing the underwater parts of the installation.
  • FIG. 31 is a view in side elevation of a buoyant carrier or vessel of this invention having only a single strut, for use over relatively short distances across quiet water; the strut is movable, longitudinally relative to the vessel, and an alternative position of the strut for movement in the opposite direction is shown in broken lines.
  • FIG. 32 is a view in front elevation of the buoyant carrier of FIG. 31 showing in broken lines an alternative position.
  • FIG. 33 is an enlarged fragmentary view in elevation of a portion of the roller mechanism by which the strut is moved fore-and-aft.
  • FIG. 34 is a somewhat diagrammatic view in perspective of another modified form of the invention showing a system employing one continuous cable with two buoyant carriers in tandem, so that they dock at opposite ends at the same time and pass each other in the middle.
  • FIG. 35 is a top plan view of one of the ground-anchored floating sheave assemblies of the system of FIG. 34.
  • FIG. 36 is a view in side elevation of the sheave assembly of FIG. 35.
  • FIG. 37 is a view in end elevation of the sheave assembly of FIGS. 35 and 36.
  • FIG. 38 is a view in side elevation of another modified form of vessel for use in this invention.
  • FIG. 39 is a top plan view of the vessel of FIG. 38.
  • FIG. 40 is a view in end elevation of the vessel of FIG. 38.
  • FIG. 41 is a view in elevation and partly in section of the cable-gripping device of FIG. 19, shown in its closed position, with a broken line showing of the open position of the movable element.
  • FIGS. 1-4 illustrate some of the major features of a cable ferry system embodying the principles of the invention.
  • Its buoyant carrier 30 is a vessel superficially resembling a selfpropelled ship but has no motive power aboard.
  • Its hull 31 is here shown by way of example as a single hull. Instead of being hollow, the hull 31 is filled with lightweight cellular material 32 (such as polystyrene foam or polyurethane foam), so that it cannot be flooded or sunk.
  • the vessel 30 has an above-thewaterline lower deck 33, an upper deck 34, and a bridge or observation and control deck 35.
  • the deck 33 is available for vehicles or for passengers or cargo, as may be desired, and the deck 34 is also available for passengers and cargo.
  • the hull 31 has two cavities 36 and 37 enabling the swinging movement of two struts 40 and 41, both arranged on the fore-and-aft centerline of the vessel 30 and mounted on horizontal transverse pivots 42 and 43.
  • Each strut 40, 4] is swung around its pivot 42,43 by a suitable servomotor such as a hydraulic servo system 44 or 45, with its cylinder piston, and piston rod.
  • a suitable servomotor such as a hydraulic servo system 44 or 45, with its cylinder piston, and piston rod.
  • Each strut 40,41 can thus move approximately 90 from a lowermost position (shown in broken lines) where it goes straight down to an uppermost position where it is approximately horizontal. (It may be enabled to move approximately 90 from vertical in the opposite direction when the vessel 30 is moving in the opposite direction, being prevented from movement past vertical during either direction of movement of the vessel).
  • each strut 40, 41 is secured by a grip 48, 49 to a movable cable 50.
  • the length of the struts 40, 41 is typically 50 or 60 feet, for the cable 50 is normally submerged 50 or more feet below the surface; however, this depth may be less or greater subject to circumstances.
  • the cable 50 may be endless, as shown in FIGS. 2-4, with a return path 51 running parallel to the path of the cable 50, preferably at a slightly lower level, and moving in the opposite direction.
  • a return path 51 running parallel to the path of the cable 50, preferably at a slightly lower level, and moving in the opposite direction.
  • the endless cable system of FIG. 4 runs between two terminals 52 and 53.
  • a sheave 54, 55 At each terminal 52, 53 a sheave 54, 55, at least one of which may be provided with a spring 56, mounted so as to provide constant spring tension, sends the cable 50 upwardly to another sheave 57 or 58.
  • the cable 50 then passes over and is wrapped, e.g., about 1% times, around a driving pulley 60 operated by a power unit 61 (an engine, an electric motor, or any such device) and shaft 62 (see also FIG. 15), and passes down to a sheave 63 for its return run 51.
  • a power unit 61 an engine, an electric motor, or any such device
  • shaft 62 see also FIG. 15
  • a set of spring-mounted idler sheaves 58, 64 and 65 may be provided at the other terminal 53.
  • the terminals 52 and 53 may be permanent land terminals or they may be floating terminals, floating terminals being especially desirable where tides are a factor, or where land costs are judged excessive, or in the loading and discharging of railroad cars, or where the use of floating terminals enables reduction of terminal detention time of the vessel and enhancement of operating efficien-
  • a cablescrubbing device 66 to remove marine growth and accretions
  • a cable inspection station 67 where the cable is inspected visually or by X- ray, or by other suitable equipment
  • a tensionometer 68 where check is kept of the tension exerted on the cable 50, with or without automatic corrective equipment or warning devices.
  • the cable 50 is maintained well below the surface of the water over both runs and preferably lies quite deep, so that other navigable vessels may use the same water without any precaution or interference.
  • the cable may be held there and guided by permanently attached ground-anchored sheave assemblies, two types of which are shown. In FIGS. 13 through 15 the sheaves are directly supported by ground-anchored structures beneath relatively shallow water. In very deep water, as in FIGS. 16 through 18, the sheave assembly may be secured by chains or cables to heavy anchors. Both of these structures are discussed in detail below. FIGS.
  • the endless cable system of FIG. 4 may be replaced by a two-end cable system in which a cable 70 is controlled by drums or windlasses 71 and 72 at each end, for winding up about half the length of the cable 70 so that when the vessel 30 is nearing one terminal 52, most of the cable 70 is wound around the windlass 7 l and the windlass 72 is nearly empty, and vice versa when the vessel 30 returns to the 0pposite side 53.
  • This system enables greater vessel speeds, due to there being less cable drag, but is less desirable as distances get long and make the cable storage at each end difficult and inconvenient.
  • the land profile 73 below the body 74 of water may make it advisable, in some instances, to dredge a channel 75 across underwater hills 76 in order to prevent running the cable 50 too high and interfering with navigation or to save the expense of having hinged struts.
  • This is much simpler than the dredging required for most channels and, once done, requires little or no maintenance over years.
  • the cable 50 may slope upwardly to the terminal 52 or 53, as shown in FIG. 9, so long as it does not interfere with navigation.
  • a fixed strut 87, 88, (FIG. 7), can be shortened by use of the tidal adjustment slots 87a and 88a.
  • the draft of the vessel 30 may be quite shallow, due to its buoyancy, and the servo systems 44, 45, FIG. 1, can swing the struts 40, 41 upwardly to follow the cable 50.
  • FIGS. 7 through 12 show an alternative form of buoyant conveyor 80 and illustrate the use of a floating railroad car rollon of terminal 81 at either or both ends of the run.
  • the vessel 80 uses a catamaran-type of hull for stability and for increased deck space at both ends. It may be designed for use in moving rail cars 82 or large commuter buses or trucks and other heavy rollon rolloff equipment. It may be made multihulled with two (or more) hull portions 83 and 84 connected by a platform 85 with a deck 86, the hull portions 83 and 84 being filled with lightweight material 32, (FIG. 1), such as polystyrene foam or other cellular materials or containers that make it impossible to sink. The shape of a single hull 83 is shown in FIG. 12.
  • the vessel 80 is connected to the cable 50 by struts 87, 88 which may be generally like the struts 40, 41 of FIG. 1, but which may, as shown by way of example, be rigid and not pivoted; they are made with an upper portion 87a or 880 that is slidable up and down in a guide slot 87b or 8817 attached to the platform 85 of FIG. 11 to compensate for tides and vertical displacement changes. Both struts 87, 88 are secured to the cable 50, and the cable 50 is kept at a constant depth for the entire length of the ferry system, in the form of this inven tion.
  • FIG. 8 shows how the railcars 82 may be lined up on the deck 86, with a dozen railcars shown there as an example. They may be driven on quickly under their own power, and then the cable ferry 80 may transport them a substantial distance across water to a railhead or floating terminal 81 of FIGS. 9-10.
  • the vessel 80 is locked into the floating terminal 81 by means of a tight fit; then the tracks 93 on the vessel can be rapidly connected to the terminal tracks 92.
  • the vessel 80 and the floating terminal 81 will always lock regardless of the stage of the tide.
  • the ramp 90 gently grades down to the level of the deck 86 and always keeps a transitable grade for discharging cars, and a ramp 91 connects the floating terminal 81 to the land.
  • the ramp 91 is made long enough so that the grades at high and low tide do not exceed the maximum working grade for the movement of the railcars 82.
  • the use of floating terminals make it unnecessary to acquire expensive land facilities; they also avoid the discharge problems and the lost time during various tidal stages occasioned by land facilities.
  • the floating terminal 34 is easily constructed to dock vessels accurately, and it has none of the disadvantages of shore to installations including the cost of maintaining and repairing damage inflicted by a free-running vessel attempting to dock in inclement weather conditions, for such damage can be considerable.
  • the floating dock or terminal 81 better accommodates excessive ramp grades caused by large tidal differences and particularly troublesome in a standard system when transporting railroad cars, as the excessive angles of interface between vessel and pier preclude eflicient unloading and loading.
  • the floating terminal 81 can be filled with buoyant material, such as synthetic foam, making it unsinkable, eliminating interior maintenance, and building in tremendous resistance to damage.
  • the power drive station for the cable 50 may be on adjacent land or on the dock 81, as shown in FIGS. 9 and 10.
  • FIGS. 13 and 14 indicate the use of ground secured sheave assemblies 100
  • FIGS. 16 through 18 indicate the use of floating submerged sheave assemblies 101 which are held in place by anchor means. It should be stressed at this point that both or only one of these may be used in one cable system.
  • a cable system may have ground-secured sheave assemblies in shallow waters and submerged floating anchored sheave assemblies 101 in deep waters, or a system may have nothing but the ground-supported sheave assemblies 100 if the water is sufiiciently shallow to make this more economical, or, if the water is sufficiently deep, it may have nothing but the floating assemblies 101.
  • the permanently affixed stations 100 include a plurality of piles 102 sunk into the bottom 103 underlying the water 104 to an adequate depth to secure anchorage.
  • a suitable platform 105 On top of these piles 102 is a suitable platform 105 which supports sheave brackets 106, 107, 108, and 109, which are preferably made detachable in order to enable the sheaves to have maintenance care.
  • a sheave assembly for the cable 50 is held by the brackets 106 and 107, while a sheave 112 engages the return line 51, when the endless cable system is used.
  • the sheave 112, as shown in FIG. 14, may be directly beside the sheave 110, or it may, if desired, be located below it. As shown in FIGS.
  • the brackets 106 and 107 extend upwardly and then outwardly to carry a pair of angle-supported rollers 115 and 116, each of which acts as a sheave between which the drive cable 50 rides when the grip 48 passes through the assembly 110.
  • Overhangs 117 and 118 on the mounting act to prevent the cable 50 from straying out from or being removed from their position between the two rollers 115 and 1 16.
  • the two rollers 115 and 116 make it easy for the cable 50 to rise and fall sightly during passage of the grip and also maintain the free-running cable 50 in place. It will be seen from FIGS. 3, 4, 28, and 35-37 how sheave assemblies can be made suitable for going around curves.
  • FIG. 15 shows a similarly mounted permanent sheave assembly 100 for taking the cable 50 at either end thereof and running it up by straight pull to the power drive pulley 60 for the cable 50, driven by the power unit 61 through a shaft 62.
  • the floating sheave assembly 101 is somewhat similar to the assembly 100 and is used in deep waters. Basically, the idea is to hold the assembly 101 in place by one or more heavy anchor weights.
  • two anchors 120 and 121 are preferably employed; they rest on the bottom and are connected to the assembly 101 by chains or cables 136, 137.
  • These anchors 120, 121 when first put in place, have their chains or cables 136, 137 attached to them and also to a surface vessel that is used in performing the operation.
  • a hollow tank 122 is provided and is first filled with water 123 to such a level 124 as to make it barely heavier as a whole than the water in which it is to be sunk.
  • the tank 122 includes three major attachments, one of these being a bracket clevis 125 and sheave 126 on its lower side for the return cable 51 and the others being two cylindrical angularly upwardly extending members 127 and 128, which may be provided with rollers 130 and 131, between which the drive cable 50 moves. Again, overhangs 132, 133 are provided at the end of each member 127, 128 to prevent the cable 50 from straying away from its support and guide.
  • the tank 122 is also provided with a pair of brackets 134, 135 to each of which is secured one cable 136, 137.
  • air is forced in to drive out some or all of the water and to leave the tank 122 itself buoyant.
  • the tendency of the tank 122 to rise vertically acts against the cables 136, 137 and anchors 120, 121 to maintain the position of the tank at a constant location and at the same attitude.
  • the tank 122 may be made even lighter, to exert more upward force helping to stabilize its position.
  • the degree of upward force required is tailored to meet the actual situation so that the unit 101 becomes vertically immovable.
  • the underwater assemblies on the tank 122 are adapted for removal and replacement of parts for routine maintenance, some of this work being done at the surface or on shore. (Generally, a tank to be overhauled will be replaced with a maintained tank.)
  • connection or grip 48 (or 49) between the cable 50 and the strut or 41.
  • a fixed grip portion 140 is secured to a leaflike bracket 141 having a bolt opening 142 therethrough, a clevised lower end 143 at the bottom of the strut 40 is provided with a central slot 144 and a bolt opening 145.
  • a bolt 146 can be tightened by a nut 147.
  • the fixed grip portion 140 is thereupon secured permanently to the strut 40.
  • the grip actuators 149 are used in order to provide an emergency release system, so that the system may have a static connection for full grip, a slip grip for enabling the cable 50 to move relatively for short distances or completely release in an emergency situation.
  • the movable grip portion 148 has two upstanding projections 242 with inclined upper surfaces 243 that abut and mate with the bottom surfaces 241 when the grip 48 is fully closed.
  • the grip actuators 149 may be hydraulic cylinders 247 with projecting piston rods 248 that engage members 249 on the portion 141 to cause the movable member 148 to swing, as shown in FIG. 41 to loosen its grasp on the cable 50 or to release the grip 48 completely from the cable 50, if that is desired.
  • the grip 48 may be tightly clamped to the cable 50 or fully released therefrom or loosely and slidably mounted thereon, all these positions being controlled through the cylinder 247.
  • FIGS. 21, 22-23 show another vessel or buoyant carrier 150 for transporting automobiles, buses, and trucks upon a deck 151.
  • the vessel 150 may have a catamaran-type construction with streamlined hull members 152 and 153 which can be filled with foamed or celled plastic.
  • Each hull member 152, 153 may have one or two rudders used to maintain the vessel 150 against drift, by serving to crab" the vessel, i.e., harness the currents to move the vessel sidewise rather than rotating it.
  • the rudders 154, 155 are optional and need be used only when the ferry route is subject to strong side currents or winds.
  • Crossbeams 156, 157 may join the hulls under water and support brackets 158 and 159 for pivotal support of struts 160 and 161 about a point 162 or 163. In some circumstances the pivoting can be lowered by gravity, not requiring the use of ram 44 but only a spring tension device.
  • the craft is again double ended for forward movement in each direction and has a central control bridge 164. It also has fore-and-aft light towers 165 and 166.
  • the struts 160 and 161 swing in opposite directions, and the grip 48, 49 of FIGS. 1 and 19 is used so that in each direction of vessel movement, only the front grip 48 or 49 is tightly secured to the cable 50, while the trailing grip 49 or 48 engages the cable 50 with a free slip fit to guide and stabilize but not to grip.
  • the idea here is that the struts 160, 161 may have to swing to follow the cable 50, and when they do, the distance between them changes and the forward direction of the vessel 150 is very steady when only the forward strut 160 or 161 is engaged to the cable 50.
  • FIGS. 24 and 25 Another feature of the invention is the use of a declivity detector and tracker arrangement, an example of which is illustrated in FIGS. 24 and 25.
  • a wheel is mounted for rotation in a structure 171 secured to the lower end of the strut 40 near the grip 58, and is connected by suitable electrical lines 172, 173, 174 to an actuating solenoid 175 that controls a valve 176 for the hydraulic system 44.
  • a spring 177 helps to keep the wheel 170 in contact with the cable 50.
  • the cable declivity tracking wheel 170 is suspended from a rod 178 which is pivoted on a pivot 179 and its end moves across a rheostat 17911 to vary the relative power sent along lines 173 and 174 to the solenoid 175.
  • the hydraulic piston 44 as actuated by the valve 176 then adjusts the height of the strut 40.
  • the purpose of this is to swing the strut 40 positively, rather than letting it simply follow the cable at a loose pivot, a requisite under certain current, wind or vessel speed conditions. This enables maintaining the distance desired while changing it when the cable declivity tracker indicates that a certain critical angle has been reached. Before the angle has been reached, it is desirable to keep the strut 40 moving straight at whatever level it is, but when an angle above a certain amount of degrees is reached, it is indication that it is approaching a place where the cable 50 is rising steadily or falling steadily and therefore the declivity tracker enables the mechanical and hydraulic systems to adjust the strut to match the cable depth.
  • the control may still be on the vessel.
  • the operator may be on the bridge 35 or 89 or 164 with a signal system enabling him to control the speed at which the cable 50 moves, which is the speed at which the vessel 30, 80 or 150 moves.
  • Two such control systems are here illustrated as simple examples in FIGS. 26 and 27.
  • a wire-signal carrier control system is shown in FIG. 26.
  • a carrier signal is impressed on the cable 50 from a control generator and signal amplifier 180 on the vessel.
  • the signal is picked up from the cable by a signal detector 181 on shoe and sent through an amplifier 182 to a motor speed controller 183. This enables the man on board to control the speed of the buoyant carrier 30, 80, 150, while the actual driving power is on shore.
  • the wire-signal carrier control system of FIG. 26 is only one of many possibilities for controlling the movement of the carrier from aboard the buoyant carrier.
  • Another system, shown in FIG. 27 uses radio signals.
  • the vessel 30 or 80 or 150 carries a transmitter with an antenna 191, and a control device 192 sends signals through the transmitter 190 and the antenna 191 to an antenna 193 on shore.
  • the antenna 193 sends signals to a receiver with an amplifier 194 which sends the amplified and detected signal to a motor control 195 which operates the motor 60. This enables the pilot on the vessel to stop the vessel and to go ahead from zero to maximum speed in either direction.
  • the sheave as sembly shown in FIG. 28, and sketchily indicated in FIGS. 2 and 3 is preferably used.
  • the vertical sheaves 196 have rollers 198 and 199 like the rollers 115 and 116 in FIG. 13.
  • the floating dock assembly shown in FIGS. 9 and 10 is a relatively complex one utilized particularly where railed vehicles such as are in a rapid transit system must be used.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Laying Of Electric Cables Or Lines Outside (AREA)
  • Ship Loading And Unloading (AREA)
US794319*A 1969-01-27 1969-01-27 Water transportation system with shore-based propulsion Expired - Lifetime US3604389A (en)

Applications Claiming Priority (1)

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US79431969A 1969-01-27 1969-01-27

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US3604389A true US3604389A (en) 1971-09-14

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US794319*A Expired - Lifetime US3604389A (en) 1969-01-27 1969-01-27 Water transportation system with shore-based propulsion

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US (1) US3604389A (enExample)
AU (1) AU1064270A (enExample)
CA (1) CA959039A (enExample)
DE (1) DE2002372A1 (enExample)
ES (1) ES375259A1 (enExample)
FR (1) FR2029501A1 (enExample)
NL (1) NL7001023A (enExample)

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3785326A (en) * 1971-11-08 1974-01-15 S Mullerheim Water propulsion systems using submerged propulsion cable
US3823680A (en) * 1971-07-19 1974-07-16 O Straumsnes Underseas transport system
US3847106A (en) * 1973-03-29 1974-11-12 P Lamberet Material handling or transfer equipment
US5797339A (en) * 1996-12-12 1998-08-25 Brunswick Corporation Optical remote control for trolling motors and method of control
RU2130851C1 (ru) * 1998-05-06 1999-05-27 Таланов Борис Петрович Способ подготовки переправы через реку
EP0952079A3 (de) * 1998-04-25 2001-01-03 Ingenieurbüro Hatlapa, Dipl.-Ing. Hatlapa Rolf Seilfähre
WO2006028413A1 (en) * 2004-09-07 2006-03-16 Grenzone Pte Ltd Shuttle floating jetty used as a ferry
US20120132126A1 (en) * 2010-12-05 2012-05-31 Tarik Ozkul Selectable destination underwater towed cable ferry system and guidance mechanism
US20130064605A1 (en) * 2011-08-04 2013-03-14 Eric G. Johnson Marine ropeway
US8739725B2 (en) 2011-09-01 2014-06-03 Halo Maritime Defense Systems, Inc. Marine barrier gate
US10145659B1 (en) 2017-08-25 2018-12-04 Halo Maritime Defense Systems, Inc. Rapidly deployable single net capture marine barrier system
WO2020132707A1 (de) * 2018-12-28 2020-07-02 Verkehrsplaner Gmbh Wasserseilbahn
US11414165B2 (en) 2019-10-21 2022-08-16 Halo Maritime Defense Systems, Inc. Compliant net support system for marine barriers
US11686557B2 (en) 2020-06-19 2023-06-27 Halo Maritime Defense Systems, Inc. Compliant single net marine barrier
US11872658B2 (en) 2017-09-07 2024-01-16 Illinois Tool Works Inc. Methods and apparatus to synergically control a welding-type output during a welding-type operation
US12314068B2 (en) 2020-06-26 2025-05-27 Stutes and Son LLC System and method for floodwater redistribution

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US467346A (en) * 1892-01-19 Cable-driven-gondola system
US3069862A (en) * 1960-12-05 1962-12-25 Joseph B Ward Floating transfer bridge
US3185474A (en) * 1960-07-29 1965-05-25 Saiko Alphons Water sport towing device
US3329117A (en) * 1963-11-11 1967-07-04 Meeusen Pieter Device for mooring boats

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US467346A (en) * 1892-01-19 Cable-driven-gondola system
US3185474A (en) * 1960-07-29 1965-05-25 Saiko Alphons Water sport towing device
US3069862A (en) * 1960-12-05 1962-12-25 Joseph B Ward Floating transfer bridge
US3329117A (en) * 1963-11-11 1967-07-04 Meeusen Pieter Device for mooring boats

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3823680A (en) * 1971-07-19 1974-07-16 O Straumsnes Underseas transport system
US3785326A (en) * 1971-11-08 1974-01-15 S Mullerheim Water propulsion systems using submerged propulsion cable
US3847106A (en) * 1973-03-29 1974-11-12 P Lamberet Material handling or transfer equipment
US5797339A (en) * 1996-12-12 1998-08-25 Brunswick Corporation Optical remote control for trolling motors and method of control
EP0952079A3 (de) * 1998-04-25 2001-01-03 Ingenieurbüro Hatlapa, Dipl.-Ing. Hatlapa Rolf Seilfähre
RU2130851C1 (ru) * 1998-05-06 1999-05-27 Таланов Борис Петрович Способ подготовки переправы через реку
WO2006028413A1 (en) * 2004-09-07 2006-03-16 Grenzone Pte Ltd Shuttle floating jetty used as a ferry
US20120132126A1 (en) * 2010-12-05 2012-05-31 Tarik Ozkul Selectable destination underwater towed cable ferry system and guidance mechanism
US8727822B2 (en) * 2010-12-05 2014-05-20 Tarik Ozkul Selectable destination underwater towed cable ferry system and guidance mechanism
US8801327B2 (en) * 2011-08-04 2014-08-12 Halo Maritime Defense Systems, Inc. Marine ropeway
US20130064605A1 (en) * 2011-08-04 2013-03-14 Eric G. Johnson Marine ropeway
US8739725B2 (en) 2011-09-01 2014-06-03 Halo Maritime Defense Systems, Inc. Marine barrier gate
US8920075B2 (en) 2011-09-01 2014-12-30 Halo Maritime Defense Systems, Inc. Marine barrier and gate
US9121153B2 (en) 2011-09-01 2015-09-01 Haol Maritime Defense Systems Marine barrier gate
US10145659B1 (en) 2017-08-25 2018-12-04 Halo Maritime Defense Systems, Inc. Rapidly deployable single net capture marine barrier system
US11872658B2 (en) 2017-09-07 2024-01-16 Illinois Tool Works Inc. Methods and apparatus to synergically control a welding-type output during a welding-type operation
WO2020132707A1 (de) * 2018-12-28 2020-07-02 Verkehrsplaner Gmbh Wasserseilbahn
US11414165B2 (en) 2019-10-21 2022-08-16 Halo Maritime Defense Systems, Inc. Compliant net support system for marine barriers
US11686557B2 (en) 2020-06-19 2023-06-27 Halo Maritime Defense Systems, Inc. Compliant single net marine barrier
US12314068B2 (en) 2020-06-26 2025-05-27 Stutes and Son LLC System and method for floodwater redistribution

Also Published As

Publication number Publication date
ES375259A1 (es) 1972-04-16
AU1064270A (en) 1971-07-29
FR2029501A1 (enExample) 1970-10-23
NL7001023A (enExample) 1970-07-29
DE2002372A1 (de) 1970-09-24
CA959039A (en) 1974-12-10

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