Autonomous container ship

Details Autonomous container ship Autonomous container ship

1999-02-03

2001-11-27

Sotelo, Jesus D. (Department: 3617)

Ships

Building

Freighters

C414S137200

Reexamination Certificate

active

06321673

ABSTRACT:

The invention relates to an autonomous container ship for carrying containers from large ports equipped with loading and unloading means to small ports lacking such equipment.
In particular, the invention relates to a range of small and medium-sized ships that can carry merchandise from one small port to another in containers.
This range is composed of ships able to transport a maximum number of containers equal to two, four, ten, twenty, thirty, fifty, and a hundred.
A principal feature of the ship is its full autonomy, enabling it to load and/or unload containers in a port not equipped with handling means and having a water depth of less than 4 meters.
The transport of goods is indeed one of the mainsprings of our market economy.
The globalization of international trade, the development of “just in time” policies, and the increasing demand for responsiveness are continuously fostering the growth of land transport with development of costly highway infrastructures harmful to the environment.
The range of ships according to the invention arose from this view with the concern of developing complementarity between highway transport and sea/river transport.
The goal is to provide sea links to serve a multitude of irrigation ports that have been exploited little or not at all for goods transport.
The goal is for highway container carriers to load goods from these ports for local distribution to optimize land delivery distances.
One of the objectives of the present invention is to provide trucking companies with a mobile “sea/river superhighway” infrastructure matching the land superhighway system.
A second objective is to increase the responsiveness of sea-land transportation by shipping small quantities at frequent intervals.
A third objective is to provide river/sea service with substantial independence of maneuver, an optimized dock-to-dock path, and unloading/loading systems matching these constraints. This objective implies being able to carry a payload which is large relative to the displacement of the ship.
A fourth objective is to provide transportation under service and mileage conditions comparable to those of highways.
Numerous container ships with a large container-carrying capacity and deep draft exists such as those described in Jane's Intermodal Transportation, pages 315, 338, and 341. One example of these large-capacity container ships is the ALLANCA BRASIL with a capacity of 2200 containers, a speed of 20.4 knots, a length of 200.23 m, and a draft of 12.0 m. One of the smallest of these container ships is the HERA with a capacity of 198 containers, a speed of 12.5 knots, a length of 88 m, and a draft of 4.6 m.
These container ships generally unload in ports equipped with heavy handling equipment. Ports able to receive existing container ships are few in number and cannot deliver goods close to their utilization sites.
To meet the above-defined objectives, the invention relates to an autonomous container ship of the type having a keel, propulsion means, container loading and unloading means, and balancing means, characterized in that it has means for carrying containers from large ports equipped with container loading and unloading means to small ports lacking such equipment and having a water depth less than 4 meters, said means including propulsion means that allow the ship to sail at cruising speed at sea and at estuary and port speeds, loading and unloading means adapted to these ports lacking equipment, and means for balancing the ship at sea serving to stabilize and trim the ship during handling.
This ship is moreover characterized by having propulsion means that ensure maneuverability in ports.
In addition, the ship according to the invention enables a large payload relative to its displacement to be carried. This goal is achieved by equipment providing a common power supply for propulsion and handling, and handling means usable both on board and on land.
The range of ships according to the invention comprises ships able to carry 2, 4, 10, 20, 30, 50, and 100 containers.
The containers are in two sizes:
20-foot containers (6.058×2.438×2.591 meters);
40-foot containers (12.116×2.438×2.591 meters).
The tonnage of the ship range according to the invention is listed in the table below:
Number of
containers
2
4
10
20
30
50
100
Overall
25
35
48
65
74
88
111
Length (m)
Tonnage (t)
100
200
500
1000
1500
2500
5000
These ships are designed on identical architectural principles. They can hence be built from modules.
These principles can be chosen for the keel, for the propulsion system, for handling the containers, and for balancing the ship.
The keel can be of the single-hulled type.
According to one embodiment, it can be of the beacher type, i.e. the type of ship able to unload cargo onto a gently sloping bank or onto a beach.
According to one preferred embodiment, it can be of the catamaran type or mixed type (single-hulled at the bow and catamaran at the stern) or of the tunnel-hulled type.
Propulsion can be provided by diesel or drive shaft plus propellers.
It can also be provided by an active rudder.
According to one embodiment, propulsion is provided by hydrojet.
According to another embodiment, propulsion is provided by pumpjet Propulsion can also be provided by a device known as “voith”manufactured by the Voith-Schneider Company.
Propulsion can also be provided by a device known as “POD azimutaux”manufactured by the Schottel Company.
The propulsion means can be driven by a diesel engine, by an electric motor, or by a discoid engine.
The containers can be handled by a crane, a portal crane, a lift truck, or a container transporter.
The ship balancing means may be comprised of pumped ballasting system ensuring displacement of water in the ship from ballast to ballast to adjust trim or roll.
The balancing means can be comprised of an inflatable float system; these inflatable floats can be built into the side of the ship to increase float inertia and thus limit rolling and pitching during handling operations.
The balancing means can also be comprised of a solid-weight transfer system. A solid weight moves in the ship to offset shifting container weights during handling operations.
A combination of these various characteristics leads to a design principle for the range of ships.
In addition, it must be possible to build the ship at a cost offering investors an alternative to highway transportation.
With this in mind, the technological solutions leading to economically viable solutions must have the following characteristics.
The ship must enable a large payload relative to its displacement to be carried.
The equipment must be as versatile as possible, implying a common power supply for propulsion and handling, handling means that can be used both on board and on land, propulsion means allowing the ship to sail at cruising speed and at estuary and port speeds, and maneuverability in ports, with the means that balance the ship at sea also serving to balance it during handling operations.
The range of ships according to the invention has autonomy in the following areas:
navigation: slow and rapid propulsion and means of navigation at sea,
crew quarters: facilities enabling a crew of 3 to 5 individuals to live for several days on board,
handling: handling means enabling the ship to load and unload containers in unequipped ports,
balancing: a balancing system ensures transverse stability and trim of the ship when sailing and during container handling operations.
The attached drawings show preferred embodiments of te invention.


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