US3919960A

US3919960A - Converted ship and method of converting

Info

Publication number: US3919960A
Application number: US448561A
Authority: US
Inventors: Jr Walter J Amoss
Original assignee: LYKES BROS STEAMSHIP CO Inc
Current assignee: LYKES BROS STEAMSHIP CO Inc
Priority date: 1974-03-06
Filing date: 1974-03-06
Publication date: 1975-11-18
Anticipated expiration: 1992-11-18

Abstract

A ship and method of construction for converting relatively narrow hulled ships into a wide hulled ship, which utilizes a pair of juxtapositioned stern sections, each having its own machinery section, the stern sections being integrally and commonly joined to a forebody which forebody is substantially greater in length than the stern sections.

Description

United States Patent [191 Amoss, Jr.

[ Nov. 18, 1975 CONVERTED SHIP AND METHOD OF CONVERTING [75] Inventor: Walter J. Amoss, Jr., New Orleans,

[73] Assignee: Lykes Bros. Steamship Co., Inc.,

New Orleans, La.

[22] Filed: Mar. 6, 1974 [21] Appl. No.: 448,561

[52] US. Cl. 114/77 R; ll4/6l [51] Int. Cl. B63B 3/04 [58] Field of Search 114/77 R, 77 A, 61, 235 A,

[56] References Cited UNITED STATES PATENTS 3.398.716 Neilson 114/61 FOREIGN PATENTS OR APPLICATIONS 586,640 3/1947 United Kingdom ll4/77 R Primary Examiner-George E. A. I-Ialvosa Assistant E.\'aminerStuart M. Goldstein Attorney, Agent, or FirmJohn Stelmah [57] ABSTRACT A ship and method of construction for converting relatively narrow hulled ships into a wide hulled ship, which utilizes a pair of juxtapositioned stern sections, each having its own machinery section, the stern sections being integrally and commonly joined to a forebody which forebody is substantially greater in length than the stern sections.

8 Claims, 5 Drawing Figures NF (NEW FOREBODY) US. Patent Nov. 18, 1975 S heet10f 2 3,919,960

FIG.|

FIGS

US. Patent '1 I0v. 18, 1975 Sheet 2 of 2 A oommmom zlmzv m2 CONVERTED SHIP AND METHOD OF CONVERTING,

BACKGROUND OF THE INVENTION SUMMARY OF PRIOR ART It is known in the art to construct large capacity ships by athwartly joining-a plurality of complemental vessels. Such methods are exemplified by the following U.S. patents:

U.S. Pat. No. 441,193 discloses a. method of constructing a twin-hulled ship having two asymmetrical hulls joined at mutually opposing flattened portions by a number of struts.

U.S. Pat. No. 1,266,362 disclosesa method of constructing a ship including a pair of complemental vessels having their opposing sides in abutting relation.

U.S. Pat. No. 1,303,690 discloses a compound barge comprising a plurality of barges connected together in spaced apart relation by framework.

U.S. Pat. No. 2,359,549 discloses a method of constructing a ship having a pair of cargo hulls with a cargo structure connecting the cargo hulls in catamaran fashion and with an additional power driven hull positioned between the cargo hulls.

U.S. Pat. No. 3,625,174 discloses a method of constructing a large capacity ship by joining three smaller vessels, with asymmetrical sides of two vessels in opposing relation and with the third vessel, of lesser draft, intermediate said two vessels.

US. Pat. No. 3,738,303 discloses a method of constructing boats of the catamaran type by affixing a pair of single hull boats in side-by-side but spaced apart relation.

In all of the disclosures described above, the individual ships (comprising the plurality used in a single construction) are of new or original construction, as opposed to the conversion of existing conventional ships. It also appears that the entire lengths of the individual ship hulls'are used.

In contrast, U.S. Pat. No. 3,320,919 contemplates a ship construction wherein the structures of a pair of conventional ships are combined; each of the ships is cut longitudinally, certain portions are removed, and

vthen the remaining portions are joined together along the cuts.

OBJECTS AND SUMMARY OF THIS INVENTION constructing a relatively large ship with a substantial savings in expense and time from that required to construct a correspondingly large ship utilizing all new materials.

In accordance with this invention, a method is provided for converting existing conventional ships, which are economically obsolete because of their limited cargo carrying capacity, into ships of increased load carrying and power capacities. In brief, the objects of this invention are attained by providing a method of converting ships which comprises removing the remaining stern sections substantially complete and in juxtaposition but spaced-apart-relation, covering the spacing between the stern sections with fairing and providing a new forebody section integrated with the stern sections. The phrase new forebody section as used herein denotes a forebody section fabricated from entirely new materials or, partially or wholly, from restructured materials formed to a new bow or forebody configuration. In a preferred embodiment, the conventional ships are cut athwartshipwise to preserve the machinery sections with the stern sections to be used in construction of the new ship. In another embodiment, one or more levels of the bridgehouses from a conventional ship may be salvaged and repositioned centrally of the new ship atop one or more new bridgehouse levels. In a further preferred embodiment, the depth of the cargo carrying portion of the new ship is increased from that of the stern sections; the aft portion of the new fore section is tapered to fair with the lines of the stern sections and the new portion intermediate of the stern sections.

DESCRIPTION OF THE DRAWING The invention will be more fully understood and further objects and attendant advantages will become more apparent when reference is made to the following detail description of preferred embodiments and to the accompanying drawings, in which:

FIG. 1 is a schematic representation of an outboard profile view of a conventional type of ship which may be converted to form a part of the ship of this invention;

FIG. 2 is a plan view of the representation shown in FIG. 1;

FIG. 3 is a schematic representation similar to that shown in FIG. 1 but of a view of a ship of this invention;

FIG. 4 is a plan view of the representation shown in FIG. 3; and

FIG. 5 (Sheet No. 1) is a schematic representation of a fragmentary inboard view taken along the fore and aft centerline of the new ship shown in FIG. 4, illustrating fairing between the two stern sections.

DESCRIPTION OF PREFERRED EMBODIMENTS In FIGS. 1 and 2, there are shown schematic representations of a type of ship which may be considered to be typical for the purpose of describing the conversion method forming the subject of this invention. The ship illustrated there may be of the type which meets the United States Maritime Commission designation C3-S- 37c. However, it will become apparent that other conventional ships may be converted by using the principles of this invention.

Such conventional ship, generally designated by the reference numeral 10, includes a stern section S and a forebody section F. For purposes of description of this invention, the stern section S is considered to 'extend through the machinery section M, which includes the engine room and machinery casing.

In FIG. 1 the ship 10 is shown to comprise a main deck level A and bridge house tiers B-l, B-2, B-3, 13-4,

- and 8-5. As will be described later, some of these tiers maybe utilized in the rebuilding construction of the 3 new ship; however, some of the spacing may have to be reallocated and redesignated.

The method of this invention for converting conventional type ships, particularly of the break-bulk type, comprises severing the forebody section F from each of a pair of ships 10. The severing line SL is forward of and such as to maintain the machinery section M intact with the remainder of the stern section A. The stern sections S are then juxtapositioned athwartly (FIG. 4), but in spacedapart relation with respect to each other, to provide a port side stern section SP and a starboard side stern section SS. A new forebody section NF is provided, which commonly joins the stern sections SP and SS. The new forebody section NF may be comprised of shell plates or other structural components from the forebodies of the conventional ships but restrucmred to conform to the configuration of the new forebody NF.

The propulsion systems PS of each of the two conventional ships are retained and coordinated to provide a multiple propulsion system for the new ship.

In a preferred embodiment of converting ships, the new forebody section NF is considerably longer and is deeper than the forebody section F. For example, in converting a break-bulk type ship to a tanker type, the break-bulk type might have a length, between perpendiculars, in the general order of 495 feet and be extended in the conversion to the new ship to generally 950 feet. correspondingly, the depth to the main deck might be increased from approximately 42 feet in the existing ship to about 68 feet in the new forebody section NF. In a more preferred embodiment the depth is increased by extending both the top and the bottom levels of the hull forming the new forebody section beyond the corresponding levels of the existing levels of the conventional ships, as may be observed in FIG. 3 wherein the original depth is designated by the reference letters OD, and the top depth extension and the bottom depth extension are respectively designated by the reference letters TDE and BDE. In a still more preferred embodiment, the bottom depth extension at the greatest depth, is in the general order of 8 feet. In such case, the bottom of the new forebody NF is faired from its greatest depth to the level of the bottom of the stem ing respectively to the O3 (bridge deck), 04 (upper bridge), and 05 (navigation bridge) levels, may be utilized from one of the conventional strips preferably by repositioning about the fore and aft centerline of the new ship structure. Such upper bridge tiers may have been situated in any of the bridge houses in the conventional ships, e.g. the forward or the after houses.

When the conversion of the conventional ships is to a tanker type embodying the principles of this invention, it is also within the contemplation of this invention to provide a cofferdarn CD at the intersection of the stern sections SP and SS with the new forebody F.

The spacing between the juxtapositioned stern sections SP and SS is enclosed by fairing the bottom from a point, corresponding to the aft end of the new forebody, aft and upwardly toward the stem to a point generally corresponding to the water line WL level (FIG. 5). The top side of such spacing is closed off by the new main deck. The spacing may be used to provide additional ballast and/or fuel oil tanks. In some cases, where cargo space is located aft of the machinery space in the original conventional ships, it may be desirable to restructure the cargo space and convert it into further additional ballast and fuel oil tanks in certain areas.

Among the advantages that accrue from this invention are:

A method is provided for converting ships of relatively low power to a ship of increased power at a minimal cost;

A method is provided for increasing the cargo capacity of ships with an attendant reduction in crew members:

A method is provided for constructing large vessels in reduced construction time because of the elimination of waiting for major propulsion equipment;

A method is provided for constructing a ship with duplicate propulsion units, such that in the event of failtire of one unit the other is still capable of moving the ship; and

A method is provided whereby relatively small inefficient, and perhaps obsolete, breakbulk cargo ships may be converted into large single eflicient and modern bulk liquid carriers, or dry bulk cargo carriers, or container vessels, or roll-on/roll-off vessels, or convensection over a distance, in the fore and aft direction, of tional dry cargo vessels.

about 80 feet.

As indicated previously, the depth of the hull of the new forebody section NF may also be extended upwardly from the level of the main deck level of the conventional ship being converted. It is preferred, in such embodiments to also fabricate a new main deck MD over the stern section to correspond with the level of the main deck over the new forebody section.

Also one or more bridge house levels may be left intact and utilized to form housing decks below the new main deck level. Tiers A and B-1 (FIG. 1) are left intact and incorporated in the new structure to become 2nd and 3rd decks (FIG. 3) over the stern sections SP and SS. The port side shell and the starboard side shell of the port stern section and the starboard stern section, respectively, are extended to close in former tiers A and 8-1. In such case the room assignments and designations will be changed to correspond with the restructuring of the housing facilities.

FIGS. 3 and 4 also illustrate the manner in which new construction may be provided at the new main deck and the 01 and 02 levels and how one or more of the upper bridge tiers, e.g. B-3, B-4, and B-5, correspond- What is claimed is: 1. A method of converting ships, which method comprises:

removing the forebody from each of a pair of similar ships; maintaining the stern portions, including the propulsion systems, substantially intact; aligning and joining said stern portions in athwartship but spaced-apart relation; and providing a newly constructed forebody common to and joined to said stern portions. 2. A method as described in claim 1, wherein: the forebody from each of said similar ships is removed from its respective stern portion along a line extending immediately fore of the respective machinery section. 3. A method, as described in claim 1, wherein: the spacing, between the aligned and joined stern portions, is at least partially enclosed by fairing. 4. A method, as described in claim 1, which further comprises: I providing a cofferdam at the intersection of the new forebody with the stern portions.

5. A method, as described in claim 1, which further comprises:

removing at least one upper deck from each of said pair of similar ships; and

relocating one of the removed upper decks to a substantially central position, athwartshipwise, of said joined stern portions of the ship being newly formed.

6. A method, as described in claim 5, wherein:

a plurality of said upper decks, on each of said similar ships, are maintained in their respective positions; and

a plurality of other of said upper decks are relocated to said central position.

7. A self-propelled ship comprising:

a single forebody structure integrally joining a pair of non-detachable juxtapositioned stern sections; said stern sections being converted from conventional ships;

- 6 the combination of said stern sections and said forebody structure forming a single vessel with the main deck of the forebody and stem sections being at substantially the same level; each of said stern sections including a separate machinery section and a propulsion system; said forebody structure extending immediately fore of the machinery sections and being substantially greater in length than said stern sections; and a substantial portion of the space between said stern sections being enclosed by fairing; said fairing extending from a point corresponding to the aft end of the forebody, aft and upwardly toward the stem to a point generally corresponding to the water line of said ship. 8. A ship, as described in claim 7, wherein: the depth of said forebody, over a substantial portion of its length, is greater than the depth of said stern sections.

Claims

1. A method of converting ships, which method comprises: removing the forebody from each of a pair of similar ships; maintaining the stern portions, including the propulsion systems, substantially intact; aligning and joining said stern portions in athwartship but spaced-apart relation; and providing a newly constructed forebody common to and joined to said stern portions.

2. A method as described in claim 1, wherein: the forebody from each of said similar ships is removed from its respective stern portion along a line extending immediately fore of the respective machinery section.

3. A method, as described in claim 1, wherein: the spacing, between the aligned and joined stern portions, is at least partially enclosed by fairing.

4. A method, as described in claim 1, which further comprises: providing a cofferdam at the intersection of the new forebody with the stern portions.

5. A method, as described in claim 1, which further comprises: removing at least one upper deck from each of said pair of similar ships; and relocating one of the removed upper decks to a substantially central position, athwartshipwise, of said joined stern portions of the ship being newly formed.

6. A method, as described in claim 5, wherein: a plurality of said upper decks, on each of said similar ships, are maintained in their respective positions; and a plurality of other of said upper decks are relocated to said central position.

7. A self-propelled ship comprising: a single forebody structure integrally joining a pair of nondetachable juxtapositioned stern sections; said stern sections being converted from conventional ships; the combination of said stern sections and said forebody structure forming a single vessel with the main deck of the forebody and stern sections being at substantially the same level; each of said stern sections including a separate machinery section and a propulsion system; said forebody structure extending immediately fore of the machinery sections and being substantially greater in length than said stern sections; and a substantial portion of the space between said stern sections being enclosed by fairing; said fairing extending from a point corresponding to the aft end of the forebody, aft and upwardly toward the stern to a point generally corresponding to the water line of said ship.

8. A ship, as described in claim 7, wherein: the depth of said forebody, over a substantial portion of its length, is greater than the depth of said stern sections.