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.
It is a problem in the field of marine shipping for a ship with a roll-on/roll-off (RO/RO) deck structure to be able to carry vehicles and equipment to a point of destination, quickly offload this cargo and quickly reload the ship with another type of cargo, such as bulk and/or liquid cargo without having to expend time reconfiguring the cargo hold, decking structure, or both. Many attempts have been made to design ships that are capable of carrying different type cargoes on different voyages or different type cargoes simultaneously on the same voyage.
In addition, a further problem exists in certain shipping trades because specialized characteristics that make a ship an efficient carrier of a particular cargo moving in one direction can make the same ship entirely unsuitable to carry the cargoes which are available in the return direction, thus creating the need to transport or carry non-profitable ballast on the return voyage. This problem is particularly severe in the case of pure car carriers (PCC's) and pure car and truck carriers (PCTC's) whose design is optimized for the loading, carriage, and discharge of vehicles which are driven on and off and stowed under their own power.
In early times, cargo ships were differentiated by such characteristics as size, speed, draft, or sail arrangement, but not by type of cargo. The goal of the ship's designer was to make every vessel suitable for all cargoes. This goal was largely achieved, and the inefficiencies inherent in achieving it were accepted. This situation began to change with the introduction of iron and steel ships and steam propulsion whose cost demanded more efficient revenue generation. The change which began with the introduction of specialized tank vessels has now progressed to the point where the traditional general cargo vessel has all but disappeared from the high seas, to be replaced by the container ship, which carries general cargo in shore-loaded standardized containers, and by specialized vessels which carry the various cargoes once carried by the general cargo vessels. Among these are PCC's and PCTC's.
The movement of cars by sea started with the transport of small numbers of vehicles in general cargo vessels, many of which were then modern ships in liner service (i.e., following a regular schedule). These liner vessels were usually 'tween deckers, ships whose deep lower holds were separated from the upper deck by one or two intermediate ('tween=between) decks. Cars were lifted to and from the 'tween decks by shoreside or ship's lifting gear. The number of cars that could be carried in a ship was limited, the liner's discharge and loading ports might require extensive land transport of the cars, and the cars were susceptible to damage in the lift on/lift off loading process.
Next, bulk carriers were fitted with folding decks. Emphasis was on bulk cargoes with cars as backhaul. The demand for movement of large lots of cars led to their shipment in bulk carriers, open hold vessels, generally large, used for the carriage of cargoes shipped in bulk such as grain, ores, and coal, and fitted with folding decks on which the cars were stowed; cars were loaded by the lift on/lift off method. Bulk carriers were able to carry larger quantities of cars, but the cars were still exposed to damage in the loading and discharge process, risked being dirtied by residue from previous cargoes like coal, and loading and discharge port selection was driven by the needs of the bulk cargoes, cars being the secondary or backhaul cargo.
The growing volume of cars moving by sea and the demands of the car shippers for high quality service led to the design and construction of PCC's, vessels dedicated to the carriage of cars and, at least in intent, optimized for that purpose. One of the most notable features of the PCC was roll on/roll off loading and discharge. A series of external and internal ramps made it possible to drive the cars onto the ship and to their stowage location, and to discharge by the same method. This roll on/roll off loading and discharge resulted not only in reduced in-port time, but in greatly reduced handling damage to the cars as well. Furthermore, since the PCC was optimized for the carriage of cars, a relatively light cargo, their design could incorporate a much finer hull than the car-bulkers, permitting more favorable speed and fuel consumption characteristics.
Automobile carriage in PCC's, as compared with carriage in car-bulkers, resulted in faster transit time, less damage, no contamination by residue from previous dirty cargoes and the routing and port selection flexibility available to a primary cargo. The advantages of PCC's over car-bulkers were sufficient to impel many vehicles manufacturers to bar shipment of their product in car-bulkers. With all the advantages the PCC has, however, it remains a highly specialized vessel which is unsuited to other than roll on/roll off (RO/RO) cargoes and which has little opportunity to find backhaul cargoes of this type. Some relevant examples of developments related to this art are listed below.
U.S. Pat. No. 6,223,669 describes a ship designed to simultaneously carry different type loads, such as wheeled vehicles and standard containers. This ship is not designed to carry large amounts of one, two or three different types of cargoes. It is specialized to carry a large variety of limited amounts of cargoes. Furthermore, this ship design is not intended to carry large amounts of bulk cargo on one voyage and wheeled vehicles on the return trip, or both simultaneously.
U.S. Pat. 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.
U.S. Pat. No. 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. Pat. 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. Pat. No. 4,111,145 describes a ship designed to simultaneously carry wheeled vehicles and bulk cargoes. However, 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. Furthermore, the bulk and packaged storage area in the bottom of the ship is limited in size by the deck directly above it and loading and unloading of bulk and packaged loads are provided through hatches by derrick booms.
U.S. Pat. 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. Pat. 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. Conveyors, pipe lines, and/or pumps load and unload bulk cargo under the main deck.
U.S. Pat. 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. Pat. 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. Pat. 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.
In addition, ships with flat bottom holds transporting grain or other bulk cargo require the use of mobile mechanized machinery, such as small front loaders, to move the grain or bulk cargo to the longitudinal conveyor or pneumatic equipment to discharge the grain or bulk cargo to the pier.
Therefore, there is a need for a ship design that facilitates efficient loading and unloading of different types of cargoes without the necessity of moving decks and deck supports to accommodate the different types of cargoes. Furthermore, there is a need for a ship design to provide for self loading/off-loading for bulk cargoes.
The above described problems are solved and a technical advance achieved in the art by the present multi-mode ship design. 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). In addition, 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. In one aspect of the present multi-mode ship, all vehicle decks are grating decks. In this aspect, the vehicle decks are designed to provide the necessary structural support of the solid decks, such as a weatherdeck to the multi-mode ship. In another aspect of the present multi-mode ship, some of the vehicle decks are grating decks. In this aspect 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. Preferably, the multi-mode ship further includes a bulk cargo transport system located within the cargo space. Preferably, 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. Preferably, 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.
Preferably, 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. Preferably, 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. Preferably, the multi-mode ship further includes: at least one liquid storage tank located adjacent to the bottom structure within the cargo space. Preferably, 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. Also preferably, the plurality of substantially grated vehicle decks are designed to accept vehicle lashing hooks “all over,” obviating the need for separate lashing fittings.
Preferably, the conveyors are selected from the group consisting of screw-type conveyors, belt conveyors, bucket conveyors, pneumatic conveyors and pocket belt conveyors.
These and other features, aspects, and advantages of the present invention will become better understood with regard to the following description, appended claims, and accompanying drawings.
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.
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. As with the number of vehicle decks noted above, 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. Furthermore, 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. Preferably, the multi-mode ship 100 includes vehicle ramps 142 and 144 for loading and off-loading vehicles from the multi-mode ship 100. Preferably, 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.
In one aspect of the present multi-mode ship 100, 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
Preferably, the longitudinal conveyor chutes 212 and 218 are connected to lower longitudinal conveyors 214 and 216, respectively. In another embodiment, the slope plates 210, 220, 222, and 224 are not sloped or are less sloped than depicted in
As can be seen from
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. In addition, 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. Further, 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.
In one aspect of the multi-mode ship 100, 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. The vehicle decks, such as 112–104, are made of 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. Preferably, grating 162 is a heavy weld bar steel grating. Preferably, the bearing bars have a depth of 2.5 inches (63.5 mm) and the twisted steel cross bars a diameter of approximately ⅜ 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). In another aspect of the present multi-mode ship 100 will include 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. Preferably skid resistance will not impede or cause personal injury to those persons securing and un-securing the vehicle or aircraft lashings. Also preferably 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. Also preferably, 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. Preferably the skid resistance of the grating coating system is supplemented by the supply of gratings that are serrated. Preferably 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. Preferably, 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. In addition 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.
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. In one aspect of the multi-mode ship 100, 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. For example, in an operation for off-loading bulk cargo 160, 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. Preferably 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. Also, 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.
In another example, during loading of bulk cargo 160, 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. In addition, during loading of bulk cargo 160, 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. For example, in another aspect of the multi-mode ship 100, 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. In yet another aspect of the multi-mode ship 100, 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. Further, in another aspect of the multi-mode ship 100, a vacuum system may be employed to off-load bulk cargo 160 through fixed ducting to minimize the extent of portable hoses.
In addition to these aspects mentioned above, 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. 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
The liquid cargo tanks 131, 133, 135, 137 and the liquid cargo deep tanks 501, 503, 505, and 673 are sealed to prevent spillage into the hold bottom 103. Preferably, the 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. In addition, when the 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. Ideally vacuuming of the hold will be sufficient, but in certain cases it may be advantageous to blow the cargo into central locations where it can then be vacuumed. Also there may be instances where vacuuming is not sufficient and wet and/or dry wipes are required after all of the vacuuming is completed.
In addition to the aforementioned aspects and embodiments, the present multi-mode ship 100 further includes methods for loading, off-loading, and storing bulk cargo 160. In one embodiment of the present invention for loading of bulk cargo 160 aboard the multi-mode ship 100, 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, off-shore, or onboard loading equipment. In addition, a combination of sloped chutes may be used in addition to, or in place of, the hopper 302. Furthermore, 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. In one embodiment of the bulk cargo transport system 136, 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. In one aspect of the multi-mode ship 100, 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.
Once the multi-mode ship 100 has reached her destination and is ready to be off-loaded, 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. To move the bulk cargo 160 from the vertical conveyor feed bin 672, 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. During operation, 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. To transport the bulk cargo 160 from the distal ends of the multi-mode ship 100 to the vertical conveyor feed bin 672, 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. During this operation, bulk cargo 160 gravity feeds through the plurality of lower longitudinal conveyor chutes 212 and 218.
In addition to the aforementioned aspects and embodiments, the present multi-mode ship 100 further includes methods for loading, off-loading, and storing vehicles 206 and larger vehicles 204. In one embodiment of the present invention, 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. Once the multi-mode ship 100 has reached its destination, the above operation can be performed in reverse to unload the vehicles 206 and the larger vehicles 204.
As an example of the vehicle deck areas and strengths of the multi-mode ship 100, the following examples are provided.
In one aspect of the multi-mode ship 100 the deck configuration has nine decks available for carriage of military equipment. As mentioned above, 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. In this configuration, 72,000 ft2 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). In addition, there also exists 69,500 ft2 of vehicle deck space with a clear height of 13.5 ft. with a preferred deck strength of 350 psf. Further, there exists 60,000 ft2 of vehicle deck space with a clear height of 9.5 ft. with a preferred deck strength of 550 psf, for a total of 201,500 ft2 of vehicle deck space for special defense vehicles, such as Abrams tanks 229, Bradley fighting vehicles 231, and helicopters 233. Also, there exists 166,000 ft2 of vehicle deck space with a clear height of 6.1 ft. with a preferred deck strength of 50–70 psf for HMMV'S 227 and light jeeps/pickup trucks.
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 off-loading rate is 2,000 metric tons per hour.
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.
Although there has been described what is at present considered to be the preferred embodiments of the present invention, it will be understood that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics thereof. For example, 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. Further, the bulk cargo transport system 136 can be located in another part of the multi-mode ship 100. Also, 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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Number | Date | Country | |
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20050193937 A1 | Sep 2005 | US |