WO2005095197A1 - Navire multifonctions pour le transport de vehicules - Google Patents

Navire multifonctions pour le transport de vehicules Download PDF

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Publication number
WO2005095197A1
WO2005095197A1 PCT/US2004/006432 US2004006432W WO2005095197A1 WO 2005095197 A1 WO2005095197 A1 WO 2005095197A1 US 2004006432 W US2004006432 W US 2004006432W WO 2005095197 A1 WO2005095197 A1 WO 2005095197A1
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WO
WIPO (PCT)
Prior art keywords
cargo
bulk cargo
conveyor
bulk
mode ship
Prior art date
Application number
PCT/US2004/006432
Other languages
English (en)
Inventor
Avrum Freelund
Kent Merrill
Byron Sugahara
Ronald Williamson
Original Assignee
Great American Lines, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great American Lines, Inc. filed Critical Great American Lines, Inc.
Priority to PCT/US2004/006432 priority Critical patent/WO2005095197A1/fr
Publication of WO2005095197A1 publication Critical patent/WO2005095197A1/fr

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Classifications

    • 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
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/04—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods solid
    • 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
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • 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
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/04—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods solid
    • B63B25/06—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods solid for cereals
    • 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
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • 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
    • B63B25/18—Detachable decks
    • B63B25/20—Detachable decks for motor vehicles or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/14—Arrangement of ship-based loading or unloading equipment for cargo or passengers of ramps, gangways or outboard ladders ; Pilot lifts
    • B63B27/143—Ramps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/22—Arrangement of ship-based loading or unloading equipment for cargo or passengers of conveyers, e.g. of endless-belt or screw-type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/24—Arrangement of ship-based loading or unloading equipment for cargo or passengers of pipe-lines

Definitions

  • MULTI-MODE SHIP FOR TRANSPORTING VEHICLES Field of the Invention This invention relates to ships and in particular to cargo ships for efficiently transporting vehicles and equipment in one direction and bulk and liquid cargo in the other, or any combination of these types of cargoes simultaneously without having to reconfigure the ship's cargo hold and decking configurations.
  • RO/RO roll-on/roll-off
  • U.S. Patent No. 6,105,525 describes a ship designed to simultaneously carry different type loads, such as wheeled vehicles and container cargoes.
  • a central self- supporting structure that holds cars and other palletized loads within the cargo hold of the ship creates a peripheral area whereby container cargoes are placed between the central self-supporting structure and the hull of the ship.
  • Bulk cargo is stored in the bottom of the vessel and is limited by the self-supporting structure.
  • 6,135,044 describes a ship designed to simultaneously carry liquid in large containers and a plurality of standard containers, but not bulk loads.
  • the ship design further does not comprise a roll-on/roll-off decking arrangement for fast loading and unloading of wheeled vehicles.
  • U.S. Patent No. 4,884,521 describes a ship designed to simultaneously carry break bulk cargo, palletized cargo, and outsized cargo by the use of rotatable deck sections that are adjacent to cellular sections for standard containers. With the deck sections in a vertical position a space is defined to store additional standard containers. With the deck section in a horizontal position, the deck sections store palletized and break bulk cargo.
  • the ship design does not allow roll-on/roll-off loading and unloading of wheeled vehicles nor is it designed to carry bulk cargoes, such as grain.
  • U.S. Patent No. 4,111 ,145 describes a ship designed to simultaneously carry wheeled vehicles and bulk cargoes.
  • the wheeled vehicle roll-on/roll-off design requires that a hingeable and rotatable ramp connect with each vehicle deck individually and only one at a time to enable wheeled vehicles to exit the ship.
  • U.S. Patent No. 4,008,675 describes a ship designed for roll-on/roll-off storage of wheeled vehicles having a cargo carrying portion.
  • the cargo carrying portion is subdivided into fully separated cargo volumes formed as straight, blind alleys, each emanating from a lobby.
  • the cargo portions do not provide for bulk storage.
  • U.S. Patent No. 4,002,135 describes a ship designed for simultaneous storage and transport of bulk or liquid and general cargo, such as wheeled vehicles. The bulk cargo is confined to the space defined by the hull and the lowest fixed deck.
  • [REW2]Conveyors, pipe lines, and/or pumps load and unload bulk cargo under the main deck.
  • U.S. Patent No. 3,583,350 describes a ship designed with temporary 'tween decks to support cargo such as containers, pallets or the like. When the 'tween decks are in a stowed position, the ship transports bulk cargo. Effort must be expended to move these 'tween decks into and out of position. Further, this ship is not designed for roll-on/roll-off loading and unloading of wheeled vehicles.
  • U.S. Patent No. 3,440,990 describes a ship designed to carry bulk cargo in one direction and general cargo in another.
  • the ship includes an intermediate deck that is folded from a less than vertical stowed position into a horizontal position.
  • This intermediate deck supports false deck members to provide a continuous deck for supporting general cargo.
  • This deck must be placed in its stowed position before bulk cargo can be loaded in the ship for transport.
  • U.S. Patent No. 3,387,581 describes a ship designed to carry bulk cargo in one direction and general cargo in another.
  • the ship includes a plurality of intermediate decks that are folded from a less than vertical stowed position into a horizontal position. These intermediate decks support false deck members to provide a plurality of continuous decks for supporting general cargo. These decks must be placed back in their stowed position before the bulk cargo can be loaded in the ship for transport.
  • the present design has the general appearance of a PCC or PCTC, but it is far more versatile than a PCC or PCTC with regard to the cargoes it can carry, and it is preferably faster by several knots as well.
  • the multi-mode ship is designed to carry bulk cargoes, including "clean" bulk cargoes or food grade bulk cargoes such as wheat, rice, soy bean meal, grains, etc. These bulk cargoes are carried in a bulk cargo hold in the lower part of the ship which is designed to permit alternate carriage of either vehicles or bulk cargoes.
  • the multi-mode ship also provides a bulk cargo transport system for self loading and unloading of bulk cargo.
  • the design further provides for a bulk/car compartment that is cleaned to car carriage standards, by broom sweep and air spray, water wash, and/or vacuum trucks.
  • the car ventilation systems are preferably isolated when bulk cargoes are handled.
  • a feature of the multi-mode ship is a bulk cargo transport system that permits the loading and unloading of the bulk cargo hold while keeping non-bulk compartments clear of any contact with the bulk cargoes. This system include vertical and horizontal conveyor systems and adjustable discharge booms and loading hoppers.
  • Another feature of the multi-mode ship is the design and construction of the vehicle decks that provides support for vehicles and general cargo during transportation..
  • Those vehicle decks also provide a flow-through passage among the vehicle decks to enable the loading of bulk cargo through the vehicle decks and storage of bulk cargo among the vehicle decks when the multi-mode ship is transporting bulk cargo.
  • the vehicle decks are comprised of subway grating or other type of flow through panels for supporting vehicles in the bulk cargo hold(s).
  • the multi-mode ship provides for structural details within the bulk cargo hold that will avoid bulk cargo being trapped or retained, thus minimizing cleaning requirements.
  • all vehicle decks are grating decks.
  • the vehicle decks are designed to provide the necessary structural support of the solid decks, such as a weatherdeck to the multi- mode ship.
  • some of the vehicle decks are grating decks.
  • some solid decks such as a weather deck, are used to provide structural support to the multi-mode ship. Contamination of vehicle hold ventilation system by bulk cargoes is prevented by the fitting of air-tight closures on the supply and discharge ventilation duct openings of the ventilation ducts in the bulk/car cargo holds.
  • Another feature of the multi-mode ship design is that it preferably provides the ship with bulk liquid cargo tanks, including vertical tanks suitable for oil or bulk cargoes.
  • the liquid cargo tanks may also be used to carry high flashpoint liquids and clean oils (e.g., edible oils). These liquid cargo tanks could be either coated or constructed of stainless steel and are preferably fitted with tank washing machines.
  • the invention provides a multi-mode ship capable of transporting different types of cargo, comprising: a load-bearing hull having a bottom structure and a side structure; a cargo space capable of carrying a bulk cargo defined within the hull; a plurality of substantially grated vehicle decks located in the cargo space and attached to the load-bearing hull; and at least one vehicle ramp that connects at least two of the plurality of substantially grated vehicle decks, arranged in such a way as to provide a standard roll-on/roll-off orientation between the plurality of substantially grated vehicle decks and the load bearing hull, wherein the plurality of substantially grated vehicle decks provides unimpeded flow-through of the bulk cargo to the bottom structure.
  • the multi-mode ship further includes a bulk cargo transport system located within the cargo space.
  • the bulk cargo transport system includes a bulk cargo self loading portion comprising: at least one hopper located substantially adjacent to the side structure; at least one loading chute located within said cargo space; and at least one loading conveyor projecting into the cargo space in communication with the at least one hopper and the at least one loading chute.
  • the bulk cargo transport system further includes: a bulk cargo self off-loading portion comprising: at least one lower conveyor located substantially adjacent to the bottom structure; at least one upper conveyor located above said bottom structure; and at least one substantially vertical conveyor having a first end and a second end, the first end in communication with the at least one lower conveyor and the second end in communication with said at least one upper conveyor.
  • the multi-mode ship further includes: a discharge side opening located in the side structure above the waterline of the multi-mode ship; wherein the at least one upper conveyor transports the bulk cargo from the at least one substantially vertical conveyor to the discharge side opening.
  • the multi- mode ship further includes: a longitudinal conveyor below the loading chute, wherein the longitudinal conveyor distributes bulk cargo prior to the bulk cargo gravity feeding through the plurality of substantially grated vehicle decks.
  • the multi- mode ship further includes: at least one liquid storage tank located adjacent to the bottom structure within the cargo space.
  • the at least one liquid storage tank further includes: a slope plate, the slope plate sloped to facilitate the gravity feeding of bulk cargo toward the at least one lower conveyor.
  • the plurality of substantially grated vehicle decks are designed to accept vehicle lashing hooks "all over," obviating the need for separate lashing fittings.
  • the conveyors are selected from the group consisting of screw- type conveyors, belt conveyors, bucket conveyors, pneumatic conveyors and pocket belt conveyors.
  • Figure 1 illustrates a sectional view of the multi-mode ship of the present invention
  • Figure 2 illustrates a perspective view of a section of the bulk cargo hold and related vehicle decks of the present invention
  • Figure 3 illustrates a cross-sectional view of an embodiment of a multi-mode ship of Figure 1 through the lines 3 - 3 of the present invention
  • Figure 4 illustrates a cross-sectional view of another embodiment of a multi- mode ship of Figure 1 through the lines 3 - 3 of the present invention
  • Figure 5 illustrates a perspective view of a bulk cargo transport system of a multi-mode ship of the present invention
  • Figure 6 illustrates a cross-sectional view of a bulk cargo transport system of a multi-mode ship of Figure 1 through the lines 6 - 6 of the present invention
  • Figure 7 illustrates a portion of a side view of a bulk cargo transport system of a multi-mode ship of Figure 1 of the present invention
  • Figure 8 illustrates a plan view of a vehicle deck of a multi-mode ship of Figure 1 of the present invention
  • the present multi-mode ship 100 comprises at least one multi-purpose vehicle deck and a bulk cargo transport system for loading, unloading, and transporting bulk cargoes, vehicles, standardized container cargoes, liquid cargoes or a mixture of these types of cargoes.
  • the term bulk cargo and bulk cargoes includes grain, coal, pulverized coal, food stock, and any other materials that are capable of being loaded and off-loaded from the multi-mode ship 100.
  • Figure 1 illustrates the preferred embodiment 100 of the multi-mode ship design.
  • the multi-mode ship 100 includes an inner bottom 101 , a hull 102, and a hold bottom 103.
  • the ship hull also comprises a bottom 111 and the bearing sides 113. These together constitute a self-supporting shell structure having a stern 107 and a bow
  • the multi-mode ship 100 also preferably includes vehicle decks 104, 106, 108,
  • the multi-mode ship includes a substantially solid upper deck and one or more intermediate, non-grating vehicle decks that are part of the load-bearing hull and the vehicle decks located within the defined cargo space are substantially grated.
  • the upper deck and the one or more intermediate decks provide structural support and rigidity to the multi-mode ship.
  • the multi-mode ship comprises essentially all vehicle decks that are grated and a solid upper deck that provides structural support and rigidity to the multi-mode ship 100.
  • the present multi-mode ship can be configured with the desired solid support decks and grated vehicle decks as needed for a particular use.
  • a novel aspect of the present multi- mode ship 100 is the vehicle deck configuration, thus the number of vehicle decks may vary with the ship size and intended use.
  • a multi-mode ship 100 may have two vehicle decks and an upper deck or may have five vehicle decks and an upper deck.
  • the multi-mode ship 100 may have 12 vehicle decks and no upper deck or it may have 12 vehicle decks and an upper deck.
  • the number of vehicle decks and the number of solid decks in the upper part of the hull may vary to fit the desired use of the multi-mode ship 100 without departing from the inventive concept.
  • the multi-mode ship 100 of the present invention further preferably includes a bulk cargo hold 130, liquid cargo tanks 137 and 139, and a bulk cargo transport system 136.
  • the multi-mode ship 100 may include the number of liquid cargo tanks appropriate for the size of the multi-mode ship 100, without departing from the inventive novelty of the present invention.
  • the multi-mode ship 100 preferably includes other types of storage tanks, such as for fresh water, fuel, etc. (not shown) that are commonly known and used in the art.
  • the multi-mode ship 100 includes vehicle ramps 142 and 144 for loading and off-loading vehicles from the multi-mode ship 100.
  • vehicle ramp 144 and vehicle ramp 142 are capable of withstanding loads associated with the vehicles carried or used in the multi-mode ship 100.
  • Figure 2 illustrates a perspective view of a preferred embodiment 170 of a section of a bulk cargo hold 130 of the multi-mode ship 100.
  • the multi-mode ship 100 may include one or several bulk cargo holds 130.
  • the bulk cargo hold 130 depicted in Figure 2 includes vehicle decks 110 and 112 which are preferably supported by at least one longitudinal deck support 150 and at least one transverse deck support 152.
  • Figure 2 further depicts a plurality of longitudinal deck supports 150 that are attached to a transverse bulkhead 154. Further, the transverse deck supports 152 are attached to the longitudinal bulkhead 156.
  • the vehicle decks 110 and 112 are comprised of grating 162 that includes a plurality of openings 164.
  • Bulk cargo 160 is depicted stored between and throughout the area defined by the vehicles decks 110 and 112, and further extending above vehicle deck 112.
  • bulk cargo 160 is loaded onto the multi- mode ship 100 and flows downward through the grating of each vehicle deck, such as 110 and 112, to the hold bottom 103 where it begins to accumulate and piles upward through the vehicle decks above.
  • Figure 3 illustrates a cross-section of an embodiment 202 of the multi-mode ship 100, having a hull 102 comprising an inner bottom 101 and an outer hull 117.
  • the embodiment 202 further includes a starboard side 223 and a port side 225.
  • Vehicles 206 and larger vehicles 204 are depicted stored on the vehicles decks 104
  • a bulk cargo trough 208 located on the starboard side
  • the present multi-mode ship 100 preferably includes one or more different types of liquid cargo tanks, including liquid cargo tanks and liquid cargo deep tanks.
  • the liquid cargo deep tanks 501 , 503, 505, and 673 may be preferably configured to permit carriage therein of either liquid cargo or bulk cargo.
  • the liquid cargo deep tanks 501 , 503, 505, and 673 are preferably located forward and aft of the hold bottom 103.
  • the liquid cargo tanks 131 , 133, 135, and 137 extend the distance of the hold bottom 103 and the slope plates 210, 220, 222, and 224 form the bulk cargo troughs 208 as shown in Figure 3.
  • the liquid cargo tanks 131 , 133, 135, and 137 terminate at the liquid cargo deep tanks 501 , 503, 505, and 673.
  • the liquid cargo tanks 131 , 133, 135, and 137 extend from the liquid cargo deep tanks 501 , 503, 505, and 673 to the location of the lower transverse conveyors 226, 228, 232, and 230 (shown in Figure 5).
  • the longitudinal conveyor chutes 212 and 218 are connected to lower longitudinal conveyors 214 and 216, respectively.
  • the slope plates 210, 220, 222, and 224 are not sloped or are less sloped than depicted in Figure 3.
  • Figure 4 illustrates a cross-section of another embodiment 252 of the multi- mode ship 100, having an arrangement of military vehicles, including a plurality of HMMV'S 227, Abrams Tanks 229, Bradley fighting vehicles 231 , and helicopters 233.
  • the multi-mode ship 100 provides for other arrangements of military vehicles by changing the vehicle decks height as shown in Figure 4. Specifically, vehicle deck 124 is depicted lowered onto vehicle deck 122 to provide additional space between vehicle deck 124 and the upper deck 128. Also, in this embodiment, vehicle deck 118 can be raised to provide additional space between vehicle decks 118 and 116. In this embodiment of the multi-mode ship 100, some of the vehicle decks move upward and/or downward as described above.
  • the multi-mode ship 100 also provides transport of a wide variety of military vehicles, including but not limited to, tanks, armored personnel carriers, HMMV'S, light trucks, and helicopters. In one aspect, the multi-mode ship 100 also transports military personnel.
  • Figure 5 illustrates a perspective view of a bulk cargo transport system 136 of the multi-mode ship 100. Vehicle decks 104 - 126 have been cut-away to expose those parts associated with an embodiment of the bulk cargo transport system 136.
  • vehicle deck 116 is partially cut-away to show the relationship between one of the vehicle decks and the bulk cargo transport system 136.
  • lower longitudinal conveyors 234 and 235 (shown in Figure 18) run substantially longitudinally relative to the major axis of the hull 102 of the multi-mode ship 100.
  • the lower longitudinal conveyors 214, 216, 234, and 235 are located in the lower parts of the bulk cargo trough 208 formed by the slope plates 210, 220, 222, and 224 of the liquid cargo tanks 131 , 133, 135, and 137.
  • the bulk cargo system 136 of the multi-mode ship 100 further includes lower transverse conveyors 226, 228, 230, and 232 which run substantially transverse relative to the major axis of the hull 102 of the multi-mode ship 100.
  • the bulk cargo system 136 preferably also includes vertical conveyors 236 and 238 that run upward through the levels of the vehicle decks 104, 106, 108, 110, 112, 114, and 116.
  • the vertical conveyors 236 and 238 may run upward between one or more bulkheads.
  • one of the vertical conveyors 236 and 238 may run upward through the levels of the vehicle decks and the other vertical conveyor may run upward between one or more bulkheads.
  • one or more vertical conveyors 236 and 238, which may or may not be enclosed in trunks, may be employed and located where desired within the cargo hold.
  • a watertight transverse bulkhead 154 is located between vertical conveyors 236 and 238.
  • a transverse bulkhead 154 is not located between vertical conveyors 236 and 238.
  • the bulk cargo system 136 further includes an upper transverse conveyor 240 that is located substantially transverse to the major axis or centerline of the hull 102 of the multi-mode ship 100 and is preferably supported on or directly beneath the deck that constitutes the upper boundary of the bulk cargo hold.
  • the upper transverse conveyor 240 may be located in orientation other than transverse to the major axis, or centerline of the hull 102 of the multi-mode ship 100. Further, the upper transverse conveyor 240 may be supported on or near any of the vehicle decks or non-vehicle decks of the multi-mode ship 100 without departing from the inventive concept disclosed herein. In one aspect of the multi-mode ship 100, the upper transverse conveyor 240 discharges bulk cargo from the multi-mode ship 100 through a discharge side opening 242.
  • Figure 6 illustrates a cross-section view of an embodiment 300 of part of the bulk cargo system 136 of the multi-mode ship 100.
  • the multi-mode ship 100 preferably includes an extendable and retractable hopper 302, an upper transverse conveyor 240, and loading chutes 306 and 308.
  • the multi-mode ship 100 preferably includes loading longitudinal conveyors 310 and 312.
  • loading chute 306 directs bulk cargo 160 to loading longitudinal conveyor 310
  • loading chute 308 directs bulk cargo 160 to loading longitudinal conveyor 312.
  • loading longitudinal conveyors 310 and 312 are arranged to permit athwartship travel across the entire or partial breadth of the bulk cargo hold 130 on tracks or other guidance structure. At one or more locations within the bulk cargo hold 130, the loading longitudinal conveyors 310 and 312 distribute the bulk cargo 160 throughout the length of the hold.
  • the bulk cargo system 136 further includes a discharge boom 314. Cargo flows onto this discharge boom from the upper transverse conveyor, 240, via a conveyor downtube 316.
  • Figure 7 illustrates a side view of an embodiment 320 of part of the bulk cargo system 136 of the multi-mode ship 100.
  • the vertical conveyors 236 and 238 comprise a plurality of scoops, pockets or buckets 321 that are connected to a track 323 that travels in a rotating motion to carry bulk cargo 160 from the inner bottom 101 and delivers the bulk cargo 160 to the top of the track's motion to dump the bulk cargo 160 into a vertical conveyor collector 322.
  • the tracks 323 travel between sprockets 325 and are driven by conveyor motors 324 and 326.
  • the loading longitudinal conveyors 310 and 312 extend distally from the loading chutes 306 and 308 for transporting bulk cargo 160 distally from the loading chutes 306 and 308 when loading bulk cargo 160 into the multi-mode ship 100.
  • the bulk cargo system 136 also preferably includes collectors 328 located near the inner bottom 101 for tunneling bulk cargo 160 toward the lower longitudinal conveyors 214, 216, 234, and 235.
  • Figure 8 illustrates a floor plan view 350 of vehicle deck 122, which includes vehicle ramps 352, 354, and 356. These vehicle ramps 352, 354, and 356 are commonly known in the art and allow vehicles to drive to and from different vehicle decks on the multi-mode ship 100.
  • vehicle ramps described herein may facilitate vehicle travel between adjacent vehicle decks, such as vehicle deck 122 and 120, or they may facilitate vehicle travel between non-adjacent vehicle decks, such as 122 and 118.
  • the vehicle ramps may also be used for the stowage of vehicles during a voyage.
  • the vehicle decks described herein are designed to provide support and access among the vehicle decks for the differing types of vehicles, such as military vehicles.
  • Figure 9 illustrates a floor plan view 380 of vehicle deck 120, which includes vehicle ramps 382 and 384.
  • Figure 10 illustrates a floor plan view 410 of vehicle deck 118, which includes vehicle ramp 412.
  • FIG. 11 illustrates a floor plan view 430 of vehicle deck 116, which includes vehicle ramps 432 and 434.
  • vertical conveyors 236 and 238 can be seen extending through openings 431 and 433 in vehicle deck 116.
  • the multi- mode ship 100 includes side doors 436 and 438 to facilitate loading cargo onto vehicle deck 116 or any other vehicle decks described herein.
  • the side doors 436 and 438 are preferably configured for palletized cargo.
  • Figure 12 illustrates a floor plan view 460 of vehicle deck 114, which includes vehicle ramps 462, 464, and 466.
  • Vertical conveyors 236 and 238 extend through the vehicle deck 114 through openings 461 and 463.
  • Figure 13 illustrates a floor plan view 490 of vehicle deck 112, which includes vehicle ramps 492, 494, 496, and 498.
  • the multi-mode ship 100 also preferably includes liquid cargo deep tanks 501 , 503, 505 and 673.[REWS] The outlines of these liquid cargo deep tanks 501 , 503, 505, and 673 are seen through the grating 162 that covers a substantial part of the vehicle deck 112 and also vehicle decks 110, 108, 106, and 104. Vertical conveyors 236 and 238 extend through vehicle deck 112 through openings 491 and 493.
  • Figure 14 illustrates a floor plan view 520 of vehicle deck 110, which includes vehicle ramps 522 and 524.
  • FIG. 15 illustrates a floor plan view 550 of vehicle deck 108, which includes vehicle ramps 552 and 554. Vertical conveyors 236 and 238 extend through vehicle deck 110 through openings 551 and 553.
  • Figure 16 illustrates a floor plan view 580 of vehicle deck 106, which includes vehicle ramps 582 and 584. Vertical conveyors 236 and 238 extend through vehicle deck 106 through openings 581 and 583.
  • Figure 17 illustrates a floor plan view 610 of vehicle deck 104, which includes vehicle ramps 612 and 614. Vertical conveyors 236 and 238 extend through vehicle deck 104 through openings 611 and 613.
  • Figure 18 illustrates a floor plan view 640 of hold bottom 103.
  • FIG. 19 illustrates a floor plan view 670 of the inner bottom 101 of the multi-mode ship 100.
  • the inner bottom 101 preferably includes the lower ends of vertical conveyors 236 and 238 and vertical conveyor feed bins 672.
  • Figure 20 illustrates a cross-section view of liquid cargo deep tank 505. The description described herein with regard to liquid cargo deep tank 505 is applicable to liquid cargo deep tanks 503, 505, and 673 as well, therefore the following description will not be repeated with respect to liquid cargo deep tanks 503, 505, and
  • liquid cargo deep tank 505 preferably includes loading longitudinal conveyor 312 that is located near the top of the liquid cargo deep tank 505 for moving or distributing bulk cargo 160 within the tank during bulk cargo loading operations.
  • the liquid cargo deep tank 505 also includes a lower longitudinal conveyor 214 located near the bottom of liquid cargo deep tank 505 for moving the bulk cargo toward lower transverse conveyor 226 during off-loading operations.
  • the liquid cargo deep tank may include a bulkhead 674, in which case conveyor passageways are formed or shaped in the bulkhead 674 to allow the conveyors, such as loading longitudinal conveyor 312 and lower longitudinal conveyor 214 to pass through the bulkhead 674.
  • a mechanical seals or closure plates 676 may be used to create a liquid-tight seal to prevent liquid cargo from seeping between the bulkheads when the liquid cargo is stored in the deep tanks 501 , 503, 505, and 673.
  • a sleeve-type mechanical disconnect such as a clutch 678, may be used to engage/disengage sections of the loading longitudinal conveyor 312 and the lower longitudinal conveyor 214.
  • Liquid cargo deep tank 505 further includes a liquid cargo inlet line 680, a liquid cargo outlet line 682, and one or more liquid cargo drain wells 684 for loading and unloading liquid cargo in liquid cargo deep tank 505.
  • the inlet 680, outlet 682, and liquid cargo drain well 684 include piping, pumps, and related connections commonly known to facilitate the handling of liquid materials.
  • manifolds may be used to connect the liquid cargo deep tanks 501 , 503, 505, and 673 together to facilitate loading and unloading of liquid cargo from the multi-mode ship 100 to and from on-shore or off-shore loading/storage facilities.
  • liquid cargo deep tank 505, as with all liquid cargo deep tanks, may also include slope plate 686 to facilitate the gravity feeding of bulk cargo toward the lower longitudinal conveyor 214.
  • the slope plates 210, 220, 222, and 224 within the bulk cargo hold 130 continue into the liquid cargo deep tanks 501 , 503, 505, and 673 and intersect with their respective deep tank slope plates.
  • a novel aspect of the multi-mode ship 100 is the vehicle deck design and configuration that allows for efficient loading, carriage and off-loading of vehicles, bulk cargo, liquid cargo and combinations of them.
  • grating 162 suitable, when the multi-mode ship 100 is used to load/offload and transport vehicles, such as vehicles 206, larger vehicles 208, and
  • HMMV'S 227 while allowing bulk cargo 160 to flow through the openings 164 when the multi-mode ship 100 is used to load/offload and transport bulk cargo 160.
  • the grating 162 of the vehicle decks can be made of steel or other metal or compositions of metals suitable for this purpose.
  • the openings 164 are designed and sized to allow vehicle travel on top of the vehicle decks while allowing unrestricted flow of bulk cargo 160 through the openings 164 of the grating 162 of the vehicle decks.
  • the vehicle decks are designed and attached to transverse bulkheads 154 and longitudinal bulkheads 156 to provide necessary deck areas and strengths for transporting all of these types of cargoes. Further, some vehicle decks, such as vehicle deck 116, may be made with substantially non-grating composition. This provides support for the bulk cargo 160 after the vertical conveyors 236 and 238 have raised the bulk cargo 160 to the top of the travel of the conveyors 236 and 238 and have dumped the bulk cargo 160, via the vertical conveyor collector 322, onto the loading longitudinal conveyors, 310 and 312. .
  • grating 162 is a heavy weld bar steel grating.
  • the bearing bars have a depth of 2.5 inches (63.5 mm) and the twisted steel cross bars a diameter of approximately 3/8 inches (9.5 mm).
  • the rectangular shaped openings 164 preferably have a nominal size of 4 inches (101 mm) by 2-3/8 inches (60.3 mm).
  • vehicle decks comprised of solid rolled plate having a thickness that is suitable for the intended vehicle, pallet, and/or helicopter loads.
  • the plating coating system will be selected on the basis of wear resistance, skid resistance, and corrosion protection. Preferably skid resistance of the coating system will not injure vehicle tires when the vehicles are in motion including at constant velocities, acceleration, and deceleration.
  • skid resistance will not impede or cause personal injury to those persons securing and un-securing the vehicle or aircraft lashings.
  • the skid protection will not result in undue damage to the knee protectors of those persons securing and un-securing the vehicle or aircraft lashings.
  • the grating 162 is coated with material selected on the basis of wear resistance, skid resistance, corrosion protection, and compatibility with the intended bulk cargoes.
  • the skid resistance of the grating coating system is supplemented by the supply of gratings that are serrated.
  • the serrations will not impede or cause personal injury to those persons securing and un-securing the vehicle or aircraft lashings. Also preferably the serrations will not result in undue damage to the knee protectors of those persons securing and unsecuring the vehicle or aircraft lashings.
  • the grating 162 will be sized and arranged so that the vehicle decks will also constitute a multiplicity of points for attachment of vehicle lashings. For loading and off-loading helicopters from the multi-mode ship 100, dedicated or non-dedicated rotary cranes working from the weatherdeck are used to transport helicopters on and off the multi-mode ship 100.
  • a platform type elevator is preferably used to transport the helicopters from the weatherdeck to their stowage position on an enclosed deck, 122.
  • helicopters may be transported from the weatherdeck to their stowage position using a lift that may be cable operated by hydraulic cylinders acting in consonance with pulleys to obtain the required mechanical advantage and to work within the height limitations of the system
  • a lift may be cable operated by hydraulic cylinders acting in consonance with pulleys to obtain the required mechanical advantage and to work within the height limitations of the system
  • Another novel aspect of the multi-mode ship 100 is the bulk cargo transport system which provides an efficient means for loading and off-loading bulk cargo.
  • the lower longitudinal conveyors 214, 216, 234, and 235; the lower transverse conveyors 226, 228, 230, and 232; the upper transverse conveyor 240; and the loading longitudinal conveyors 310 and 312 are screw-type conveyors. They operate by being rotated about their major axis by motors (not shown) to feed the bulk cargo 160 in one direction or another.
  • the lower longitudinal conveyors 214, 216, 234, and 235 would rotate in a direction to feed the bulk cargo 160 toward the lower transverse conveyors 226, 228, 230, and 232, which in turn would rotate in a direction to feed the bulk cargo 160 toward the vertical conveyor feed bin 672 in the inner bottom 101 of the multi-mode ship 100.
  • the longitudinal loading conveyors 310 and 312 are capable, for cargo trimming purposes, to move to a plurality of athwartship locations within the bulk cargo hold 130.
  • the longitudinal loading conveyors 310 and 312 are arranged so that they may be moved to the outboard sides of the hold in order not to interfere with vehicle movement or stowage requiring the full clear height available in the hold.
  • the present invention is not limited by the number of conveyors described herein.
  • the multi-mode ship 100 may employ any number of conveyors, horizontal, vertical, longitudinal, transverse, or otherwise to perform the loading and off-loading bulk cargo 160 operation.
  • these conveyors rotate in the reverse direction to feed the bulk cargo distally from the center of the multi- mode ship 100. All of these conveyors work simultaneously or sequentially depending on the needs of the operation.
  • the loading longitudinal conveyors 310 and 312 rotate to disperse the bulk cargo distally from the loading chutes 306 and 308.
  • Other off-loading systems can be employed to off-load bulk cargo 160 from the multi-mode ship 100.
  • the multi-mode ship In another aspect of the multi-mode ship
  • gantry grabs are used to off-load the bulk cargo 160 from the ship's gantry with rails that are extended beyond the side of the ship.
  • a portable vacuum off-loading system may be employed with portable hoses to work the bulk cargo hold 130 to discharge bulk cargo 160 to a nearby pier or lighters.
  • a vacuum system may be employed to off-load bulk cargo 160 through fixed ducting to minimize the extent of portable hoses.
  • the multi-mode ship 100 may utilize other off-loading systems such as an in-hold belt/gate conveyor with vertical "C” belt, an in-hold belt/gate conveyor with vertical pocket belt, an in-hold moving hole feeder with vertical pocket belt, screw conveyors with vertical pocket belt, and screw conveyors associated with other horizontal and vertical systems[REW7j. All of these systems require a means to transport the grain or bulk cargo from the hold bottom 103 to the "top" of the vertical unloaders to the side of the ship and then to the pier or lighter. For any one of these systems there are common alternatives including belt conveyors, screw conveyors, and pneumatic conveyors.
  • Another aspect of the multi-mode ship 100 is the shape or slope of the slope plates 210, 220, 222, and 224. As can be seen from Figure 5, these sloping slope plates funnel the bulk cargo 160 toward the lower longitudinal conveyors 214 and 216.
  • liquid cargo deep tanks 501 , 503, 505, and 673 have similarly designed or sloped surfaces to act as funnels to push or feed the bulk cargo 160 toward lower longitudinal conveyors 234 and 235.
  • the ship's hold bottom 103 is preferably v-shaped to further provide a funneling action to push the bulk cargo 160 toward a central point or conveyor for collection and off-loading.
  • the discharge boom 314 may also be any mechanical device that pushes or feeds bulk cargo 160 from the multi-mode ship 100 to a pier or lighter.
  • 501 , 503, 505, and 673 are sealed to prevent spillage into the hold bottom 103.
  • liquid cargo tanks 131 , 133, 135, 137 and the liquid cargo deep tanks are provided.
  • liquid cargo tanks 131 , 133, 135, 137 and the liquid cargo deep tanks 501 , 503, 505, and 673 are vented to equalize pressure within the liquid cargo tanks during use. Closed and open gauging systems may be used to gauge the volume of liquids contained in the liquid cargo tanks 131 , 133, 135, 137 and the liquid cargo deep tanks 501 , 503, 505, and 673.
  • the liquid cargo tanks 131 , 133, 135, 137 and the liquid cargo deep tanks 501 , 503, 505, and 673 may be either coated or constructed of stainless steel and are preferably fitted with tank washing machines.
  • Bulk cargo is loaded into the liquid cargo deep tanks 501 , 503, 505 and 673 by an extension of the loading longitudinal conveyors, 310 and 312, into the liquid cargo deep tanks 501 , 503, 505, and 673.
  • Suitable mechanical clutches and closure plates will be provided when liquid cargo is transported.
  • Bulk cargo is off loaded from the liquid cargo deep tanks by an extension of the lower longitudinal conveyors, 214, 216, 234, and 235 into the liquid cargo deep tanks 501 , 503, 505, and 673.
  • Suitable mechanical clutches and closure plates will be provided when liquid cargo is transported.
  • the multi-mode ship 100 also preferably includes a dedicated ventilation system for the bulk cargo hold 130 with filters and closure plates to prevent contamination of the ventilation system for the upper vehicle decks, such as vehicle decks 114 - 126. Also, the ventilation system prevents short circuiting of air (i.e, re- ingestion of exhausted air) above the weatherdeck. Preferably, since both intake and outlet ventilation terminals will be located on the weather deck, care will be taken to prevent the outlet air flow (exhaust) from being ingested by the inlet terminals. This is accomplished by the judicious placement, orientation and design of the respective terminals.
  • liquid cargo tanks are used to store bulk cargo
  • the same considerations with respect to cargo hold ventilation are applicable, i.e., filtering, segregation, and the prevention of short circuiting above the weather deck.
  • Cleaning procedures when transporting bulk cargo 160 are the same as those for the bulk cargo hold 130.
  • Fixed tank cleaning machines are used for cleaning the tanks after the transport of liquid cargoes.
  • the multi-mode ship 100 design provides that after the bulk cargo 160 discharge from the multi-mode ship 100, the bulk cargo hold 130 is completely clean and free of all bulk cargo 160 particulates. This is achieved by a combination of fixed or portable vacuums and blowers working together with hand wiping.
  • the bulk cargo hold cleaning procedure and methods will be based on the type of cargo that has been transported and the extent of residual cargo.
  • the present multi-mode ship 100 further includes methods for loading, off-loading, and storing bulk cargo 160.
  • vehicle decks 104 - 112 are cleared of all vehicles, if any are present.
  • the hopper 302 is placed in proximity to an on-shore or off-shore loading supply and bulk cargo is transported from the loading supply to the hopper 302 by gravity loading of the multi-mode ship 100 utilizing on-shore, offshore, or onboard loading equipment.
  • a combination of sloped chutes may be used in addition to, or in place of, the hopper 302.
  • this bulk cargo 160 loading may be performed by a portable vacuum equipment, fixed vacuum equipment, extendable belt conveyor and hopper, and/or with a hopper, chute, and horizontal screw or belt type conveyors.
  • the hopper 302 then feeds the bulk cargo 160, by gravity or otherwise, to the upper transverse conveyor 240 that transports the bulk cargo 160 to the loading chutes 306 and 308.
  • the bulk cargo 160 then exits the bottom of the loading chutes 306 and 308 and falls by gravity toward the loading longitudinal conveyors 310 and 312.
  • These loading longitudinal conveyors 310 and 312 which may be fitted with longitudinal conveyor cargo dispensers 687 and 688, then distribute the bulk cargo 160 distally from the loading chutes 306 and 308, where the bulk cargo 160 then falls by gravity through the grating 162 of vehicle decks 104 - 112 toward the hold bottom 103. This process continues until the bulk cargo 160 has reached the loading limit of the multi-mode ship 100 or otherwise desired.
  • the bulk cargo 100 piles upward from the hold bottom 103 and fills the area defined between the hold bottom 103 and vehicle deck 114, including all vehicle decks in between.
  • the following process is employed.
  • Vertical conveyors 236 and 238 are operated to move the bulk cargo 160 from the vertical conveyor feed bins 672 to the level of vehicle deck 116 which provides support for the upper transverse conveyor 240 and the associated vertical conveyor collector 322.
  • the vertical conveyors 236 and 238 are comprised of a plurality of buckets 321 , pockets or containers that are attached to tracks 323 that move in an upward motion.
  • the buckets 321 move unimpeded through the vehicle decks through openings 411 , 431 , 433, 461 , 463, 491 , 493, 521 , 523, 551 , 553, 581 , and 583 to a top travel position where the buckets 321 dump the bulk cargo 160 onto the upper transverse conveyor 240 via the vertical conveyor collector 322.
  • the upper transverse conveyor 240 is operated to feed the bulk cargo 160 toward the discharge side opening 242, where it exits the discharge side opening and falls by gravity through the conveyor downtube 316 toward the discharge boom 314 where it is transported to off-shore or on-shore storage.
  • the lower longitudinal conveyors 214, 216, 234, and 235 are operated to feed the bulk cargo 160 from the distal ends of the bulk cargo hold 130 to the lower transverse conveyors 226, 228, 230, and 232, which are in turn operated to feed the bulk cargo 160 toward the vertical conveyor feed bin 672.
  • the present multi-mode ship 100 further includes methods for loading, off-loading, and storing vehicles 206 and larger vehicles 204.
  • the multi-mode ship 100 when loading vehicles 206 and larger vehicles 204, the multi-mode ship 100 is cleared of all bulk cargo 160, if any is present.
  • Vehicle ramp 142 is used to drive vehicles 206 and larger vehicles 204 onto the multi-mode ship 100 and vehicle ramps 494, 492, 464, 432, 434, 382, 384, 522, 524, 552, 554, 582, 584, 612, 614, 356, 354, and 352 are used to drive the vehicles 206 and larger vehicles 204 to a storage space located on one of the vehicle decks 104 - 126 of the multi-mode ship 100.
  • the above operation can be performed in reverse to unload the vehicles 206 and the larger vehicles 204.
  • the deck configuration has nine decks available for carriage of military equipment.
  • the multi-mode ship 100 has vehicle decks that are vertically moveable, so in this example vehicle deck 124 is lowered onto vehicle deck 122 and vehicle deck 118 is raised to be adjacent to vehicle deck 120.
  • 72,000 ft 2 of vehicle deck space is available with a clear height of 20.3 ft with a preferred deck strength of 200 pounds per square foot (psf).
  • psf pounds per square foot
  • the multi-mode ship 100 also transports approximately 30,000 metric tons of bulk cargo 160 as a back-haul cargo.
  • the preferred minimum bulk cargo 160 offloading rate is 2,000 metric tons per hour.
  • EXAMPLE 2 Commercial Configuration with Bulk Cargo Back Haul In a commercial aspect of the multi-mode ship 100, the deck configuration has twelve decks for commercial vehicle service. In this example, the multi-mode ship 100 transports a minimum of 6,400 passenger vehicles, or a mix of various passenger, sport utility, and light commercial vehicles; Deck strengths are the same as in Example 1. The multi-mode ship 100 also transports approximately 30,000 metric tons of bulk cargo 160 as a back-haul cargo. The minimum bulk cargo 160 off-loading rate is 2,000 metric tons per hour.
  • the invention can be embodied in other specific forms without departing from the spirit or essential characteristics thereof.
  • the number of vehicle decks can be fewer or greater than that described herein without departing from the inventive novelty of the multi-mode ship 100.
  • the bulk cargo transport system 136 can be located in another part of the multi-mode ship 100.
  • the number of vertical conveyors and conveyors can be fewer or greater than that described herein without departing from the inventive novelty described herein.
  • the present embodiments are, therefore, to be considered in all aspects as illustrative and not restrictive. The scope of the invention is indicated by the appended claims rather than the foregoing description.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Ship Loading And Unloading (AREA)

Abstract

Selon l'invention, un navire multifonctions (100) utilise des ponts-garages de transit de cargaison en vrac (112, 114, 116, 118, 120, 124, 126) qui peuvent porter des véhicules et d'autres marchandises diverses. Ladite cargaison en vrac (160) est chargée dans le navire multifonctions au moyen d'un système de transport de cargaison en vrac (136). Cette cargaison en vrac s'étend vers le bas à travers les ponts pour véhicules et se fixe sur la partie inférieure (103) dudit pont multifonctions, puis, elle s'empile vers le haut à travers les ponts pour véhicules, jusqu'à ce qu'elle atteigne la charge souhaitée. Ce système de transport de cargaison en vrac permet également de décharger la cargaison en vrac et il comporte des transporteurs supérieurs (240) et inférieurs (214, 216, 234, 232, 226, 228, 230, 235), et au moins un transporteur vertical (236, 238). Par ailleurs, ce navire multifonctions comporte, de préférence, des réservoirs de stockage de liquide (131, 133, 135, 137, 139, 501, 503, 505, 673) qui sont conçus pour créer une zone de stockage en forme d'entonnoir à l'intérieur de la cale à marchandises destinée à écouler la cargaison en vrac en direction des transporteurs inférieurs du système de transport de cargaison en vrac, afin de permettre un déchargement efficace et complet de ladite cargaison en vrac.
PCT/US2004/006432 2004-03-03 2004-03-03 Navire multifonctions pour le transport de vehicules WO2005095197A1 (fr)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006341818A (ja) * 2005-06-10 2006-12-21 Onomichi Dockyard Co Ltd Ｒｏｒｏ船
WO2022004931A1 (fr) * 2020-07-03 2022-01-06 시에스엔지니어링 주식회사 Système de levage de masse de pont de véhicule pour navires
EP4034473A4 (fr) * 2019-09-27 2023-10-25 Lotus Technology Pte Ltd Transporteur ou barge de cargaisons mixtes

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006341818A (ja) * 2005-06-10 2006-12-21 Onomichi Dockyard Co Ltd Ｒｏｒｏ船
EP4034473A4 (fr) * 2019-09-27 2023-10-25 Lotus Technology Pte Ltd Transporteur ou barge de cargaisons mixtes
WO2022004931A1 (fr) * 2020-07-03 2022-01-06 시에스엔지니어링 주식회사 Système de levage de masse de pont de véhicule pour navires

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