DE3147807A1 - Transport ship - Google Patents

Description

^: - '· - · ^: - ό 1 * 7807

The invention relates to a transport ship for transporting possibly floating objects, especially those objects that because of their size and weight, they are hardly or not at all liftable and therefore have to be loaded on board floating or rolling.

When transporting large floating objects, for example, it is known to use a transport ship with enough ballast space to make the ship sinkable to a desired depth and with a flat loading deck on which the stabilizers for stabilizing the ship in the sunken state are arranged. By that more or Less ballast is loaded, the ship can be brought below the water surface in the desired manner deep enough to accommodate its main deck (Loading deck) to drive under the floating object or to bring this object over this main deck, after which the ballast tanks are pumped empty to bring the main deck with the object above the surface of the water.

If such a well-known transport ship to accommodate the floating If the object is lowered, it is necessary to maintain the stability of the ship that certain parts of the ship are above water stay. For this purpose, such a ship generally has a continuous main deck with the bridge structure in the bow part and a considerable one Part of the propulsion means, while the stern part generally consists of on the main deck "on port and starboard at a distance from one another Stabilizers. The free top surface is therefore available to accommodate the object.

A disadvantage of arranging the stabilizers on the aft deck is that these can get in the way if the objects are large.

In order to overcome this disadvantage, another known Transport ship for taking up floating objects the two stabilizers moved to the bow section. Although this gave a completely free deck on the stern, but the disadvantage of this construction is that the ship is fore and aft in a sunken state

more difficult to stabilize, while also the foredeck is constantly being made narrower.

Another disadvantage of these known transport ships is that the cargo, i.e. the objects, which are always subject to great accelerations and decelerations due to the movements of the ship, during transport in the rough sea which therefore exert great forces on the cargo and the ship. The size of the accelerations and decelerations depends on the The shape and size of the load as well as the width of the transverse profile of the ship.

The deck cargo has a high center of gravity and great weight (e.g. oil rig, crane), then the ship will lie deep enough in the water, and if the ship is also wide, then the stability will be sufficient However, given the large, constant width of the ship, the accelerations and decelerations are usually large.

If there is a sensitive cargo (e.g. a cargo with sensitive Instruments, electronic equipment, etc.) is transported, these accelerations and decelerations can have an adverse effect exercise this charge. Small accelerations can be promoted by choosing a ship shape, with the transverse profile having a small width has, which leads to a poor stability, but which is not a disadvantage for a load with a low enough center of gravity.

A relatively narrow ship has the advantage of a relatively high ship speed, but the disadvantage that it has too little stability for cargo with a high center of gravity.

Transporting the various "types" of objects mentioned above is therefore not always optimal for a certain type of transport ship, due to the various requirements that a certain Puts cargo on the transport ship.

Another disadvantage of the above-described known type of transport

shipping is that these are less suitable for carrying deck loads on land bring or vice versa from the shore to the ship in the cases that the necessary port facilities at the desired location are inadequate or does not exist, e.g. when objects have to be brought ashore on the bank of a river. The ship can then, without getting aground, not get close enough to the shore, e.g. to bring rolling objects dry ashore.

The purpose of the invention is to provide a transport ship such a construction, wherein the above-mentioned disadvantages have been substantially eliminated.

This purpose is achieved in that, according to the invention, the Ship construction of detachable stabilizers for stabilizing the ship in the sunken state are displaceable and that the transverse profile of the transport ship has a varying width.

The advantage of the movability of the stabilizers is that the transport ship To accommodate the floating object to be transported, it can be lowered to the desired depth using the stabilizers in the position furthest from the bow of the ship is to maintain the stability of the ship in the sunken state in the simplest possible way Way to realize.

At the same time as the floating object is picked up, the stabilizers can be moved in the direction of the bow of the transport ship. The stability of the transport ship is not endangered because for maintaining the same the stability of the recorded floating object is used.

In that, according to the invention, the transverse profile of the transport ship is varied over at least three latitude zones, the lowest latitude zone near the bottom of the ship being narrower than the uppermost Width zone near the upper deck, and the intermediate zone in between is evenly distributed from the top to the bottom zone

Width decreases, you only need a single type of ship, which is suitable for both Transporting extensive deck loads with a high center of gravity as well as lighter deck loads with a low center of gravity.

When transporting e.g. heavy deck loads with a high center of gravity the ship will have such a draft that the uppermost latitude is at least partially under water. In this case it will Ship behave like the known transport ship, the entire width of the transverse profile of which is equal to the width of the topmost width profile and therefore, when the sea is rough, the cargo is accelerated and decelerated according to the width of the ship.

If the cargo is a lighter deck load with a low center of gravity, then the ship may lie high on the water, and in this case it will be the Waterline of the ship lie in the lowest latitude zone, and the ship will behave like a ship of narrow width, and therefore at The lowest possible acceleration and deceleration on this transfer lighter deck load.

The middle zone serves as a transition zone to provide a suitable leveling for a deck load that is between a heavy deck load with a high center of gravity and a lighter deck load with a low center of gravity lies.

With the shape of the transverse profile according to the invention it is achieved that the Rolling movements of the ship during swell (the occurring acceleration and deceleration), which are essentially determined by the so-called initial stability as well as the radius of inertia of the ball movement of the deck load and of the ship are better coordinated with the cargo in extreme cases of loading.

The possible uses of the transport ship according to the invention will be considerably larger if this is combined with one in the vicinity of the Bottom of the transport ship hinged loading / unloading flap is provided, which is preferably mounted in the aft ship.

^: '-: 147307

The ballast spaces are ideal for transporting "dry" cargo. Because the transport ship is brought into a forward inclined position by means of trim ballast, the loading / unloading flap can be brought across the waterline in order to dry the objects from the quay into one or more of the To include ballast spaces.

When there is no port facility, e.g. when the "dry" cargo has to be loaded or unloaded somewhere on a bank of a river, the transport ship according to the invention can usually be attached to the bank but still get close enough that the transport ship leaned forward in such a way Position is trimmed so that the keel line is parallel to the mostly sloping bank.

Another benefit of the loading / unloading hatch is that it is also open Sea floating cargo can be included in the ballast compartments, for example for docking.

The invention is now based on an exemplary embodiment and with reference explained in more detail on the drawing.

Show it:

Fig. 1 is a perspective view of a transport ship according to the invention, with two sliding stabilizers attached to the stern are, in which aft ship also a loading / unloading flap can be arranged, which is indicated here in the open position;

FIG. 2 is a perspective view of the transport ship according to FIG. 1, with the stabilizers shifted towards the bow;

FIG. 3 is a schematic side view of the transport ship according to FIG Invention in the lowered state for receiving one with a dash-dotted line Line specified floating object;

FIGS. 4, 5 and 6 show a schematic plan view of the transport ship according to FIG of the invention in the sunken state, with a floating

• ^: - - "- ^; · 2 ! 47807

Object of Fig. 3 is picked up by the transport ship, with the stabilizers displaced from the stern in the direction of the bow;

7 shows a schematic side view of the transport ship according to the invention, the floating object being located on the transport ship; '-''-'"'V-.; ^:

FIG. 8 is a schematic side view of the transport ship according to FIG Invention trimmed in a tilted position to over the load / unload flap Loading and unloading of "dry" objects into or from a ballast space of the transport ship;

FIG. 9 is a schematic side view of the transport ship according to FIG Invention trimmed in a horizontal position to over the loading / unloading hatch Recording or releasing floating objects;

10 with the transverse profile of the transport ship according to the invention varying latitudes.

The transport ship 1 shown in Fig. 1 is with two on the deck 2 in the vicinity of the stern 3 spaced stabilizers 4 provided, which are so high that in the sunken State of the transport ship (see Fig. 3) at least part of the same protrudes beyond the waterline 5 (hatched with vertical lines Part) in order to maintain the necessary stability of the ship in the sunken state.

The stabilizers 4 are detachably coupled to the deck and can with unspecified displacement means can be moved to e.g. the bow part 6 of the transport ship. The displacement means that are not specified need not include anything other than the displacement of the stabilizers 4 over the deck 2, in the event that in the sunk state of the ship these stabilizers with their lower surface e.g. just hover over the deck. Further, such means can serve as displacement means, for example for driving the stabilizers over the deck are suitable. The stabilizers can also be used in floating

State will be postponed in the event that the transport ship is up on the bottom of the sea or the river bed can be lowered, and for that reason alone is stable ο It is clear that apart from those specified here Moving Ways many other ways to move the stabilizers gives ο

The bow section essentially comprises a bridge complex, which as can be seen j. in the sunk state of the ship also above water remains, as well as a considerable part of the drive means for driving of the ship. Furthermore, a recess 7 is present in the front part 6, in FIG which, as indicated in more detail in FIG. 2, the stabilizers 4 are introduced can be in order to obtain a free deck 2, onto which extensive deck cargo objects 8 (see Figures 3 to 7), e.g. Oil rig or the like. Can be applied.

When the objects have such a smaller circumference that they are light between the stabilizers 4 in their position near the stern 3 and the bow section 6, it is not necessary to use the stabilizers 4 to move to the recess 7 in the front part 6. These smaller deck cargo objects 9 (see Figures 8 and 9), e.g. floating ones Pontoons can then either laterally between the stabilizers 4 and the bow section 6, or in the longitudinal direction between the two stabilizers be placed on deck 2.

Below the deck 2, the transport ship 1 is in a number of ballast compartments 10, 11 and 12 divided, xiie schematically in Figures 8, 9 and 10 indicates which ballast compartments are generally subdivided into such parts that the transport ship both in the desired depth as also trimmed to the desired forward or downward sloping position can be.

It is advantageous to use one of these ballast spaces, e.g. the ballast space 11, which can extend, for example, over the entire length of the ship, to be used as a space for introducing space charge therein. To this Purpose the transport ship is provided with a loading / unloading flap 13,

(see Figures 1, 2, 8 and 9), which are located near the bottom 14 of the Transport ship around a transverse to the longitudinal direction of the transport ship Axis 15 is hinged, and which loading / unloading flap 13 in the closed position by means of unspecified sealing means Ballast space 11 closes watertight.

The construction of the load / unload door and the way in which it is used The flap is opened and closed, e.g. with water ballast, is known per se.

In the event that "dry" space charge 16 is charged or discharged must, the transport ship is trimmed into the position indicated in Fig. 8, in such a way that the hinge axis 15 comes over the waterline 5 and the loading / unloading flap 13 is inclined in the open position Loading / unloading platform 13 from loading / unloading point 17 to the ballast space forms to the "dry" space charge 16 rolling or sliding into the ballast space 11 to bring or to remove from this.

In the event that "floating" space charge 18 is received or released has to be, the transport ship is trimmed into the position indicated in FIG. 9, specifically in such a way that this "floating" space charge 18, after the loading / unloading flap 13 is open, can swim into or out of the ballast space.

If the transport ship is provided with a deck cargo, it is desirable that on the one hand the stability with regard to the cargo and the ship is sufficient, and on the other hand the acceleration and deceleration, acting on the charge are as small as possible so that the Forces acting on the charge are as small as possible, especially if the charge contains sensitive equipment, but also to reduce the Acceleration forces of the cargo in relation to the ship.

Because of the different character of the deck cargo objects, such as the extensive ones heavy deck cargo objects 8 with a high center of gravity compared to that of the lighter and smaller deck cargo objects 9 with low

-The main focus is the adjustment of the ship's movement in swell in connection with security only in an expedient manner realize that one chooses the ship shape in such a way that the sea properties can be made dependent on the object to be transported. The heavy, extensive deck cargo objects with a high center of gravity require a wide ship and a large draft to give the desired greater stability. This mostly in contrast to lighter ones and smaller deck cargo objects 9 with a low center of gravity, for which a ship of smaller width and to obtain the desired stability with less depth is sufficient.

Suitable for the transport ship for a wide variety of deck cargo objects to make, according to an important aspect of the invention, the transverse profile of the transport ship 1 has a very specific shape. Like in Pig. IO evident, the width decreases from the deck 2 in the direction of the floor 14, in such a way that essentially the uppermost zone I and the lowermost zone III have a constant width, the width of zone I being greater than that of Zone III. The central zone II, located between zone I and zone III, has, viewed in the direction from zone I to zone III, a continuously decreasing width.

It is clear that for heavy and light deck cargo objects the draft of the transport ship is in Zone I or in Zone III, while Zone II is a compensation for deck cargo objects that are between the named heavier and lighter deck cargo objects.

With the transverse profile shown in FIG. 10 it is achieved that the righting The capacity of the transport ship with the deck cargo object attached to it is always adapted to the deck cargo object, with the result that the occurring accelerations and decelerations are within the desired Limits remain, as a result of which large forces on the cargo are avoided and, according to the invention, there is only one type of ship which can be used for different types of charges, and these charges within reliable limits with respect to those acting on them Can transport forces.

Without going beyond the scope of the invention, various changes can be made

- ---- --- 3H7807

ments are made. For example, the loading / unloading flap can be in the bow section or both in the bow section and in the aft section.

Claims (6)

Patent attorneys Dr. Hugo Wilcken Dipf.-lng, Thomas Wilcken Musterbahn 1 · 2400 Lübeck 1 Wijsmuller B.V., Sluisplein 34, 1975 AG IJmuiden. TRANSPORTS CHIFF patent claims 1. Transport ship for transporting floating, if applicable Objects provided with ballast spaces to make the ship sinkable and with stabilizers that can be coupled to the ship structure to stabilize the ship in the sunken state, characterized in that, that the stabilizers can be moved and that the transverse profile of the transport ship has a varying width. 2. Transport ship according to claim 1,
characterized, that the varying width of the transport ship has at least three width zones, the lowermost zone being narrower than the is the uppermost zone, and the intermediate zone in between is a transition zone. 3. Transport ship according to claim 2, characterized / that the central zone in the direction from the top to the bottom Zone decreases essentially evenly in width. 4. Transport ship according to claim 2, characterized in that that the top and bottom zones each have a substantially constant width. 5. Transport ship according to one of the preceding claims, characterized in that the ballast compartments consist of at least part of a lower deck Attached cargo space for any floating objects may exist, which cargo space has a near the bottom of the ship and transversely to the longitudinal axis of the same hinge, the loading / unloading flap sealing the cargo space is accessible. 6. Transport ship according to claim 5, characterized in that the loading / unloading flap is preferably mounted in the aft ship is.