ROTATING PONTOON

Abstract: A pontoon shaped as a large floating cylinder with a hollow interior, receiving one or more vessels (21) can be overturned through its rotation. The walls of the pontoon are made up of watertight compartments (1-21) which provide floatation and enable rotation of the pontoon. Rotation of the pontoon can be achieved by displacing water (Figs. 20-24) successively from one peripheral watertight compartment to another (Figs. 1-6). This rotation can also be performed by means of external power (Figs. 26-30). An external platform (45) is attached to the pontoon through joints (42), keeping its normal upright position when the pontoon rotates. On the platform can be installed the engine room (53) as well as all the implements used to perform the pontoon anchoring, towing, and mooring. This accessory equipment can also be attached to a belt (66) surrounding the pontoon hull and fastened to stationary floatation tanks (79). To provide for the discharge of vessels in rainy days, two types of floating roofs (49) are disclosed. To remove the load fraction which remains inside the vessel holds after its overturning, a system of pushing panels (Figs. 7-9) inside the hold and a system of helicoidal hatch-feeders (35-36) are disclosed.

Description: Specification of a Patent of Invention for "ROTATING PONTOON". (a) TECHNICAL FIELD In the latter years, a remarkable advancement concerning port cargo handling systems has been observed all around the world. The general cargo (boxes, burdens, sacks, etc), which predominated till the 50*s, has been gradually replaced by containers, dry. and liquid bulk cargoes. Nowadays, in modern ports, ore and agricultural products are wholly loaded in bulk. On the other hand, we, in Brazil, have been giving an increasing importance to the utilization of fluvial transport in substitution to the terrestrial one, mainly when concerning the conveyance of ore and agricultural products. It happens not only because it is the cheapest way of transport, but also because it is one of the most adeq&afceeb systems to save money for the country, to provide competitive conditions to our products in the external market, and to face the oil worldwide crisis. Yet, port time periods required for loading and unloading must be made as short as possible so that this way of transport " will achieve the desired development. Swiftness in this late operation is also an essential requirement for the satisfactory performance of our port system. Therefore, our naval industry, the fluvial navigation shipowners and the port and maritime official -gυREATT OMPI boards are,, by all means, searching effective.manners of speeding-pu. tha operation.. . C BACKGROUND ART Ports which operate mostly in unloading or transhipment of agricultural exporting products arriving in fluvial vessels, like the port of Rio Grande. (State of Rio Grande, BrazilL, are now using specific unloading places for this nature of. navigation and cargo, (dry bulkl, equipped with shore discharging facilities .and mechanized transportation of. materials to store. . However, in. these ports, the " equipment.which has shown more efficiency to solve the problem is "the transhipment pontoon. It executes the transference of load from the holds of fluvial vessels straight to the ocean going ship holds. The transhipment equipment,is.installed on the pontoon like a conventional ship hull. Basically-, these pontoons have.different processes of cargo handling. They can be abbreyiated. s .the three following processes or their combinations.^ pneumatic; mechanical-continual (bucket..unloaders, chain conveyors, endless screw, belt conveyors}.; mechanical-intermittent (crane with grab gearl. ; All these unloading methods are.still effected by some slowness, caused .mainly by the equipment speed limitation and by the need of hatch-feeding .in..the existing load of the fluvial vessel. Acceleration of the unloading speed, of fluyial vessels in ports, and the performance of port facilities concerning rapidity and simplicity in loading ships, are problems that have also been worrying the inventor for quite a long time. After elaborating many ideas and attempts in order to adapt the conventional methods and equipment to achieve that intent, the Author conceived a kind of rotating pontoon which is approached in this.report. • Ccj DISCLOSURE OF INVENTION The fundamental principle of the invention is the ■ conception of a long tubular, shaped pontoon, open at least at one of its ends. This structure can. turn about its longitudinal axis at any given angle. •¥o~tfe_ts A happen, it is a basic condxtion that the as a circular or closed polygonal shape.or both, in the periphery, of which,, watertight compartments can be arranged;in such, a way that they can support the platform floating, no matter..its position, considering its own weight as well as the load it should contain. Once assured the floating circumstances of.the pontoon, its internal structure.admits a ay different arrangements according to the desired purpose. The pontoon size is also subordinated.,to this purpose and to the depth of water in the place, it should operate. Equally, there are many forms. of producing.rotation, some of which, will be described .later without considerations about their applications and limitations, for they are enumerated in.this text. The described characteristics give a remarkable.series of applications to the invention as, for instance, in the construction of dry-bulk-cargo transhipment pontoon, floating docks used in shipbuilding or in ship repairing, floating stores, etc. (dl BRIEF DESCRIPTION OF DRAWINGS The attached 14 sheets of drawings contain .30 Figures. Figs. 1 and 2 show schematic cross sections of the pontoon flooded only with the tanks located below waterline; Figs. 3 and 4 are similar sections showing also the fitting device; Figs. 5 and 6 are still similar sections showing IJUREAZΓ OMPI discharge.of .the load ; Figs.- 7, 8 and 9 illustrate.the pusher panels used to remove the remaining load ; ' -:. . Figs. 10 and 11 illustrate, schematically the 5 helicoidal rotor system ; Figs. 12, 13 and 14 show schematically respectively in cross section CFigs. 12 and 131 and. in general perspective (Fig.141 the operational platform conceived by the Author; Figs. 15 and 16 illustrate respectively a general 0 sectional view and a detail of the special, floating covering; Figs. 17, 18 and 19 represent..the platform arrangement and the engine room respectively in enlarged partial front view (Fig. 171, plan or top view (Fig. 18), and horizontal section (Fig. 191; 5 Figs. 20 to 24 represent the hollow floating tube of the pontoon shown in transverse section .(Figs.20 and 211 and illustrating how it rotates by means of the continuous ring shaped reservoirs (Figs. 22, 23 and.24) ; Figs. 25, 26, 27, 28,.29 and 30 llustrate the 0 system of winches, fenders and. braker. conceived by the Author. (el BEST MODE OF CARRYING OUT THE. INVENTION I. ' SELF-ROTATING PONTOON .WORKING BY LIQUID 5 - TRANSFERENCE FROM ONE RESERVOIR TO ANOTHER Suppose the floating tube described above as a vessel with its walls formed by watertight compartments, similarly to the ship side and with doublebottoms properly divided longitudinally, being able to stand a rotating 0 movement on its longitudinal axis, achieved by means of the liquid displacement in ballast tanks distributed in the periphery. For a better description of this rotation, the floating tube is initially represented by a transverse 5 section (Figs. 1 & 2) which shows two watertight ccπpartments forming juxtaposed and concentrical round shaped crowns which IJUR E OMP form its wall. Surely there are innumerable convenient, arrangements and positions to these tanks that would, reach,the same --. , result, but this one was chosen in order to simplify the 5 principle exposition. On that account., in the initial, stage of the exposition, the pontoon internal structure is neglected; it, as previously seen., can have many different arrangements in accordance with the desired utilization. 0 The conception is based on. the floating body properties, as here.described, to turn about, its longitudinal axis at any desired angle, by transferring, liquid existing in ballast, tanks of one side to the similar tanks situated on the opposite side, in a previously arranged sequence. 5 Considering, for instance, that initially the pontoon • shown in Fig. 1 is flooded only with the tanks located below the waterline (1-5)., and starts, to transfer the water (indicated in horizontal hatched, areal. sequentially from . tank Number 1 to Number 6, from Number .2 to number 7, from 0 Number 3. to Number 8 and so forth, we can. obtain a total rotation (36.0.91 of the floating tubel This property allows to conclude that in any pontoon, in which the transverse section has the shape shown in the 3rd item, it is possible to obtain the same effect (rotation) 5 through a simple water transference from one ballast tank to another, in a proper sequence, since these tanks have a convenient dimension in relation to the resultant formed by the structure weight moment, added to its cargo moment, related to the rotation center in each rotation instant. 0 2. SELF-ROTATING PONTOON WORKING BY LIQUID DISPIACE ENT INSIDE RING SHAPED RESERVOIRS Suppose a hollow floating tube represented by Figs. 20 to 24, taking into consideration only its double walls but not its internal structure arrangement. 35 These walls are formed by continuous rings totally hollow (Flotation Tanks - 57} intercalated by rings that have only one division consisting of watertight bulkheads (591 which cannot be transposed by compressed air- (ballast tanks - 581. The ballast tanks are interconnected by means of 5 tubes, situated adjacently and in each side of the bulkhead, allowing free passage -ef air. They also have air outlets (611 provided of valves that can be remote controlled. Figures 20 and 21 represent the transverse section 10 of the floating tube cutting a ballast tank. (581. In both cases it is assumed that.inferior air outlet valves are closed., and the superior, ones open. If compressed air (stippled areal is injected inside the chamber (£21, the water level (horizontal lined 15 areal, existing inside its inferior section, will be driven to the opposite side (Fig. 211, causing a displacement of the center of gravity, arising for this reason a moment Ca pair of equal and opposite forces) able to surpass the inertia of the vessel and. produce its 20. rotation. At his stage, the moving of the bulkhead (591 and consequently of .the whole pontoon starts to occur in clockwise sense, driven by the compressed air (211. In fact, regarding to Fig. 20 : 25 - Point 0 is the vessel. Cor. tube! center of ' gravity or the application point of the resultant Cformed by the combination of its own weight and load vectors1; - Force G is the resultant mentioned above ; - Point. 'C is the buoyancy quick works or volume 30 center, being the center of gravity of water volume displaced by the vessel, as well as the application point of force. , E.' .; - Force. 'E' of buoyancy is the resultant of all vertical components of water pressure actuating on the 35 vessel immersed surface. It is well known, as floating and equilibrium jυR OM requirements,..that vertical opposite.forces must.be equal and actuating at the same diametral, plane of the vessel, that is, at the vertical plane containing the vessel's -:. . longitudinal axle. The water interchanging inside the ballast tanks from one side to another (Fig.211, achieved by means of compressed air, dislocates momentarily the center of gravity of the vessel from. 1 0. 1 to. O.", creating a pair of equal and opposite forces CE.' -nd. 'G'l which provocates the apparatus rotation. This theoretical presentation is partly related to the above item and to the foregoing considerations. For this reason, it is possible to perform a rotation of the pontoon only by displacing, using compressed air. and the liquid inside its ballast tanks,or in other words, by displacing the.pontoon taking the liquid as reference. 3. ' PONTOON ROTATION BY MEANS OF EXTERNAL ' POWER It is possible to produce rotation in the pontoon described in item No.3 without its inside liquid. To achieve this purpose, the Author, conceived a system of winches, fenders and brakes, as shown in Figs. 25, 26, 27, 28, 29 and 30..The winches C731, fenders C771 and pinion-brakes C74} are installed on trolleys which are - attached to the hull by means of a belt formed of tense wire ropes or chains C6 l . These ropes Cor chains}, are positioned in the correct, place with the aid of fixed sheaves C£7 & £8}, along its contour. The trolley platform has a circular shape to suit the pontoon external surface. The trolleys are sustained by sheaves C67 & 681 and connected to ropes Cor chains! forming the belt. They consist in a part of this belt, running on flanged wheels C£9 & 70L guided by rails (71 & 72}. Close to the trolleys (63} containing the winches C73} , are placed the trolleys C641 equipped with the pinion-brake device (741, geared..by its turn to the αxwn- shaped rack C751. Like the.rails, the rack is arranged around the pontoon contour, as shown in the figures. The pinion movement on the rack is produced hydraulically, by motor, or by any other energy source, being stopped by means of any kind of remote controlled conventional brakes. On trolleys C651 similar to those of the winches C631, and as those attached to the belt, are placed flotation tanks C79I, designed to keep. the belt steady during the pontoon rotation by means of its buoyancy. It must as well keep in proper position the accessories placed on. the belt, and absorb the stresses exerted on it, including those producing the pontoon rotation and braking. In like manner fenders C771 of any conventional type are placed in proper position on trolleys C78} attached to the belt. The pontoon outline size alterations due to the natural and momentary deformation.of its hull are not important in the present subject, but by precaution it is advisable to provide the belt ropes Cor chains1 with a.de{.t.aJ-_o elastic components Cspringsl aaeq&afcea. to the strains absorption. The utilization of the equipment disposed on the belt system here described, requires for its inspection and maintenance a hung ladder or similar, to be attached to the pontoon contouring the hull beside the belt, or fixed to it. 4. TRANSSHIPMENT OF DRY BULK CARGO THROUGH THE ROTATING PONTOO As previously seen, there are uncountable applications and structural arrangements which allow the invented craft self-rotation, provided that its basic characteristics are maintained, even for a specific utilization. Among these, was chosen for a better description its OMP utilization. s dry bulk transshipment, pontoon. In this case, load can be transferred from the holds of any type of fluvial vessels to the storage, compartments internall - located in the proposed equipment, and, then, to an external hopper from which it can be lifted to an ocean - going ship deck, or conveyed to a terrestrial storehouse. As an example to this apparatus, it was conceived a pontoon transverse section shown in Figures 3-6, where are indicated : 1 to 12 - ballast tanks 13 to 15 - flotation tanks 1£ to 18 - watertight compartments which can be used as storage 19 <- canal 20 - vertically displaceable. watertight lifting device 21 - vessel to.be unloaded 22 - vessel hatch 23 - mechanical conveyor 24 J 25 - retractible flood gates 26. 27 - hinged, shutting panels 28 - discharging chute 29 - inspection gallery 31 J 32 - Galleries of hydraulic and electric networks 33 34 - Vertical hydraulical jack. 5. ' TRANSSHIPMENT PONTOON OPERATION At the beginning of the operation only the ballast tanks 1, 3 and 5 and the lifting device which remains on the bottom of canal 19, are flooded. The vessel, towed by winches and with its hatches opened, enters this canal. The canal is equipped with photoelectric cells or guiding rollers, placed on its walls in order to avoid damages. Next, the vessel is perfectly aligned in relation to the pontoon longitudinal axis by means of vertically IJUREATΓ O PI displaceable horizontal hydraulic jacks, placed in proper positions along the canal walls. ' Thereupon, the water existing inside the lifting device C201 is transferred to tanks 2 & 4 through flexible hoses, and then the watertight lifting device C20} raises the vessel so that its deck leans against inspection gallery C29/301 inferior side, where the contact surfaces are revested with rubber to avoid water infiltration. The shape and size of this surface should be established according to the characteristics of the vesselCsl to be discharged. By means of vertically displaceable hydraulic jacks C33 & 341, placed on canal 19 walls, the vessel and eld the lifting device are -feold- together in this position against the pontoon structure. Panels 26 & 27 are placed in vertical position and fixed to galleries 31 & 32 walls. The pontoon rotation, is started through a progressive water transference from tanks of one border to the opposite, f as for example, in the following process : from 1 to 6 ; 2 to 7; 3 to 8; 4 to 9; 5 to 10; and 6 to 11. Water transference from one tank or compartment to another can b achieved by means of compressed air, injected through a properly sized rigid pipeline, provided with Co ve iem+H -eonv niθifel placed remote controlled yalves and registers. As the pontoon rotation begins, the load starts flowing through- the vessel hatch to gallery 28 and then to the storage compartment 17 (Fig. 05}. Persisting the rotation, the pontoon will acccπplish a 1809 turn when tanks 7, 8, 9, 10 and 11 are flooded (Fig.6} . In this position, the pontoon is capsized and the load enters the storage compartment 17 due to gravity. Finishing this operation, the discharge gallery 28 is shut by positioning 26 and 27 panels against the mechanical conveyor compartment (23}, as shown in Fig.6. -BU E OMP Now the pontoon is ready to return to its original position, which is achieved through water transference inside ballast tanks. The water transference is now done - ; in inverse sequential order i.e., progressively from 5 tanks 11 to £; 10 to 5; 9 to 4; 8 to 3; 7 to 2; and 6 to 1. Once the pontoon is in its normal upright position (Fig.4}_, the hydraulic jacks C33 &.341 are lowered to the bottom of canal 19. The flotation of vessel 21 is achieved simply by 10 transferring water rom tanks 2 & 4 to the lifting device C201, which will submerge to the canal bottom, releasing the vessel. After the removal of the horizontal adjusting jacks, the vessel can leave the apparatus. Since the pontoon is in its upright position, load 15 transference to outside can be achieved by means of any .conventional mechanical conveyance Cchain conveyor,endless screw, belt conveyor, etc.l or by their combination. The transportation system is installed inside a discharge chute C231, placed within the discharge gallery C281. In upright 20 position the chute is at the bottom,of storage compartment C171; thus., under the load to be" conveyed outside. Concerning th cargo destination, there are two alternatives to accomplish the pontoon, operation : al the load must be.transferred right away out of 25. the pontoon, or temporarily kept in compartment 17; - bl the load must be stored in one of the pontoon lateral storage compartments. Considering the former case, the retractible panels 30 C24.&.251 should have been closed, at the beginning of the operation, in order to hinder the.passage of load to compartments 16 and 18. In the latter case, one or both panels should have been kept open at the beginning of the operation, in order 35 to guide the load to its destinated compartment (16 or 181, when the pontoon returning to its original position is "BUREAU 0MP1 performed, If the load itiust.be stored, in compartment 16, the pontoon turning should be achieved, as stated above, but, if the load is to be stored in compartment.18, the pontoon 5 returning to its normal position must be carried out by continuating rotation in the same sense, accomplishing a 36}9 turn. The full turning of the pontoon is attained by progressively transferring water from tanks 7 to 12, 8 to 1, 9 to 2, 10 to 3, 11 to 4, 12 to 5 (Fig.61. 10 When the load stored in lateral.compartments (16 or 181, has to be conveyed outside, it must, as a first step, to be transferred to compartment 17. This is done through the removal of the corresponding panel C24 o 251 , and through an appropriate rotation o the pontoon. 15 The transshipment method described, in this text suits best to unpowered vessels with no masts Charges1, but it can also be employed to powered yessels since they are conveniently fitted. Even the barges should submit to a structure 20 overhaul, in order to check its framing resistance to overturning efforts, and, if necessary, provide.the framing reinforcement. 6. OPERATION WITHOUT LIFTING DEVICE . To raise and sustain within the pontoon. the vessel 25. to be unloaded Cor repaired} , hydraulic jacks can be used ■ as shown by No..33 & 34 (Fig.4}, since they are properly sized to bear the load. For this reason, it is dispensable the using of the lifting device shown as No. 20 in Figs.3 & 4. Evidently, the water transference from one tank to 30 another - in order to provocate rotation - must be altered. 7. COMPLEMENTARY PROCEEDINGS AND ACCESSORY EQUIPMENT During the turning of the pontoon, the vessel is capsized and its load falls to the storage compartment 17 due to gravity. When it occurs, part of the load is retained 35 inside the vessel holds, because of the corners formed in the intersection of its sides and deck CFig.61. There are many ways to remove the remaining load, since the hold is adapted to the employment of appropriated mechanical equipment. A good suggestion to this matter would be the 5 installation of pusher panels (Figs. 7, 8 & 9 which show, enlarged, a corner situated inside the dashed circle}, juxtaposed to its walls in vertical position, when the vessel is floating (Fig.7}. After the capsizing, panels , can incline (Fig.8}, positioning their inferior edges 10 together with the hatch face (Fig.91, making all remaining load f ll inside the compartment 17. Panel movement can be achieved by hydraulic, mechanical, electromechanical " or combined means, and its control should be preferentially remote, being capable to 15 put all panels into motion simultaneously. As accessory equipment, the Author conceived an helicoidal rotor system (35 & 36) indicated schematically in Figs. 10 & 11, the former showing a transverse section of the vessel with its upper part undermost, arid a section 2.0 of the mechanical conveyance 23 as well as a side view of the equipment, the latter showing an internal top view of the pontoon. The rotors are connected to a hinged arm system (37 & 38} , which by its turn is attached by means of rails 25 (39) to the bottom of the box containing the mechanical conveyance (23) , allowing the equipment a longitudinal displacement. The hinged arm system is hydraulically driven, enabling its positioning on the bottom of compartment 23 so 30 that allowing the vessel entrance inside the transshipment pontoon, when the equipment is not being used. The same procedure can be carried out with the rotors. The rotor blades can be swung one over the other, and all over the bottom of the compartment (hatched line - 35 Fig. 111. In order to place the tackles, reeving devices and IjUREAtT O PI fittings, anchoring and.raising implements C inches, anchors, anchor cables., rinding bitts, bitts, cleats,etc.1 and also the engine rooπi Cwith compressor, control board, etc.l the Author conceived the platform indicated in Figs. 5 12, 13 & 14. The first figure shows a front view of the pontoon, the second one a top view and the latter a parallel perspective view. . , This platform is hold by columns .C401, which are 10 sustained by flotation tanks C41L properly sized to uphold not only its own and its charge weight but also thevertical component of the force exerted on the anchor cables. This platform surrounds the transshipment pontoon and is attached to it through joints of hollow piiis, placed 15 in both extremities along its longitudinal, geometric axis. Thus, the platform is divided in two equal parts that can support, one independently from the other, small movements produced by tensions on anchor, cables, waves or other accidental overloads. 20. Each of these parts is made up of rigid sections interconnected through, hinges to absorb .the tensions previously mentioned. On the transverse parts of the platform, situated at its ends C44} , are placed the anchor cable winches and other 25 . _ pieces of the anchoring and raising implements. For this reason, these parts are exposed to higher tensions.Moreover, they should support also the efforts produced, by the engine room C431 weight. The platform (45) side parts are structural ' . components 30 designed to support principally the traction efforts resulting from tensions on the anchor cables, but they can also be used as passageways. They contain the cylindrical fenders. C 61 designed t absorb the pontoon side shocks against other, vessels or fixed 35 structures Cquay, pier, etc.). These fenders also funcion as friction rollers during IJU O the pontoon rotation, when, the whole, platform stays in upright horizontal position. The rollers C471 have identical function,serving as platform support to the hull. The engine room covering C 8} has. its transverse section in shape of concentrical circumference arcs, juxtaposed to allow independent moyements-of platform parts located in each side of central joints C421. Since properly sized, the platform front parts, located at the pontoon entrance, can also function as covering, so that .hatches can.be. opened in. rainy days. However, to reach this specific purpose, the Author conceived a special floating covering CFigs. 15 & 161placed on a circular or polygonal structure supported by longitudinal flotation tanks, resting against the pontoon hull by means of spheric enders C51) . This structure is attached, to the pontoon through the same hollow pin Ctubel 42 and also by means of a spherical articulation C521 independent from that one which connects platform 44, so that these two structures operate independently, as shown in Figs. 17, 18. & .19 that represent, respectively, the platform C441 new arrangement and the engine room C531. enlarged partial front view, plan or top view and horizontal section. In these drawings (Figs. 17, 18 & 19} are represented the hinged articulation (541 from platfor to pontoon and the spherical one (52) from floating covering to pontoon, both through the pin tube C42) that is also used to lead canalizations and cables of general facilities (pneumatic, electric, hydraulic,etc. ) inside the pontoon. These canalizations and ducts, at least outside the pin-tube C42) , must be flexible enough to support, without rupture, the pontoon rotation. For this reason, this rotation should not surpass 3609 in the same turning sense. In this arrangement, the machine room C531 is hanged • fU EAlT OMPI by the roof frame C 9 through guy rods. The floating roof must have a fluctuating central part, covering the platform area C441, limited by panels (56}. These panels are inserted in the roof fluctuating part, in order to enable independent movement of roof and platform without rupture. To avoid abrupt rotations of the pontoon, it is possible to fit the fenders 4£ (Figs. 12 to 1£1 with a hydraulic brake system, which arrests motion by compressing the fenders against the hull. In that case, this extra- effort must be taken into consideration when dimensioning the flotation tanks 41 (Figs. 12 to 161. To achieve the external accessory equipment installation, and especially to provide the rotation braking, the belt device described in item No.6 can also be used. The solutions described in this text concerning equipment installation of the pontoon, if appropriate, can also be employed to any kind of floating dock. (f1 INDUSTRIAL APPLICABILITY Industrial applicability of present invention is obvious. Any conventional method (manual, mechanical, hydraulic, etc.) can be used to control and set accessory ' equipment in motion. Automatic control from a pointoutside the system must be used when possible. The design, dimensions and details of necessary equipment or contrivance, employed to perform the general operation of the rotating pontoon, as well as its accessories, must be achieved considering its purpose and local depth of water, whichever rotation method chosen. It concerns the designer or the shipyard which will apply the invention. -βUR OM <

Claims: - y - CLAIMS 1 - Rotating Pontoon, capable of turning about its longitudinal axis, at any desirable angle from zero to 3609, with or without load, with or without necessity of external power, energy and material aid, and therefore propitiating its own maintenance of docking; capable to unload dry bulk vessels by gravity, to construct or repair vessels and store dry bulk cargo; with indistinct sides and deck, circular or polygonal shaped transverse section and, depending on its purpose, different arrangements being achieved inside its hollow interior; an auxiliary watertight floating device or hydraulic jacks being installed to provide the sustaining of vessels to be processed; characterized in that the rotation movement of pontoon can be achieved through the following means : Ca water transference between ballast tanks existing in the pontoon periphery, following a convenient sequencial order, operation.which is carried out bypurrping water or by compressed air (Figs. 3 to. £} ; (bl_ a simple displacement of the tank in relation to its liquid content, through compressed air action (Figs. 20 to 241 ; or (c) action of Pontoon external forces. 2 - Rotating Pontoon according to claim 1, in which self-rotation is obtained through liquid transference between its reservoirs, characterized in that rotation movement by water transference is obtained through reservoirs arranged in horizontal series (Figs. 1 & 2)which outlines the pontoon ordenately. 3 - Rotating Pontoon according to claim 1, in which rotation is obtained through.fluid displacement in the interior of its reservoirs, characterized in that rotation movement is performed with the aid of continuous ring ' -:. . shaped reservoirs with a single watertight bulkhead (Figs. 5 20 & 24) which are arranged one parallel to the other and interrelated, so that, under compressed air action on one surface of their liquid content and with the watertight bulkhead reaction, the Pontoon turns about its longitudinal, axis. 0 4 - Rotating Pontoon according to claim 1, in which rotation is obtained with external forces, characterized in that rotation movement.is produced by means of a rack and pinion gear system installed in the Pontoon external surface, supported by flotation tanks 5 through a belt and being driven by own engine. 5 - Rotating Pontoon according to claim 1, comprising a transversely disposed belt, characterized for being connected to the external contour of the pontoon hull and capable of being held in a fixed position, while this 0 " hull rotates, and of achieving its rotation movement as well as its braking, anchoring, towing and mooring, besides its protection against shocks, the said belt being constituted of two cables or chains attached to the pontoon hull by means of pulleys fixed on it, and containing 5 ' - trolleys where can be installed operational implements to anchor and raise"the pontoon (winches, anchors, anchor cables, rinding bitts, bitts, cleats, etc.1, fenders, a special braking system to the rotation movement,flotation tanks to support the efforts exerted on it, or other fittings that should, if wished, not be affected by the rotation movement (Figs. 25 to 301. 6 - Rotating Pontoon according to claim 5, comprising a rack and pinion gear system assembled on a trolley, which is attached to the belt,, characterized by providing the pontoon rotation and/or braking movement as indicated in claim 1 by means of a pinion on a fixed rack IJΌRE OMPI • " - A - surrounding the pontoon C74 and 75 of Figs. 27 to 301, the rotation being produced by an engine, and the braking through the pinion blocking by means of any usual types of remote controlled brakes, in such a manner that the 5 effort resulting from the pinion cogs on the rack is transmitted by the belt (No. 66 of Figs. 25 to 281 to the flotation tanks (No. 76 of Figs. 25 &.261 in which it is attached and- absorbed by them, so that the buoyancy of these properly sized flotation tanks can serve as support, 10 or be opposed, to the pontoon, rotation movement. 7 - Rotating Pontoon according to claim 1, comprising a longitudinally disposed platform,characterized for being maintained attached in normal upright position to the pontoon while it rotates, for propitiating the 15 braking, anchoring, towing and mooring of the pontoon,the said platform being supported by flotation tanks connected . to the pontoon, unless in the positions corresponding to the ends of its longitudinal axis where it is attached to the pontoon by joints,, and being made up of articulated 2Q sections with,.the purpose of. olding the engine room, operational implements Cwinches, anchors., anchor cables, rinding bitts, cleats, etc.} and its fenders, that can also be used as brakes of the pontoon rotation movement CFigs. 12, 13 & 141. 25 8 - Rotating Pontoon according to claim 1, comprising an accessory garage, characterized for being maintained. attached to the pontoon. in normal upright position, while it rotates, the garage being made up of a transversal structure with polygonal shape, circumference 30 arc shape, or by their combination, leaning against the flotation tanks and having any conyentional type of roof, and being attached to the pontoon through a spherical joint situated in the extremity of its rotation (or longitudinal! axis. (Fig. 15 to 19) . 35 9 - Rotating Pontoon according to claim l,for transshipment of dry bulk cargo, characterized by its possibility of unloading, by gravity, dry bulk vessels by UREAlT 0MP1 - A - means of a simple pontoon rotation, causing the load to fall through, the " vessel hatches .( holly protected against water infiltration!, to the storage compartment, the load being transferred afterwards to storehouses or storage bins, which transfer operation is accomplished by the rotating pontoon, since it has in its interior void spaces to be occupied by the vessel Cor vessels! to be processed; by a discharge hopper, connected to one or more storage compartments, and by any conventional dry bulk horizontal conveyance Cchain conveyor, endless screw, belt conveyor, etc. - Figs. 3 to 61. 10 - Rotating Pontoon according to claim 9, comprising remaining load pushing panels - Chatch feeders! to be adapted inside the holds of vessels designed to operate in the rotating pontoon, characterized by a system made up of several panels installed inside the vessel hold, placed against, its sides and close to the inner side of deck, which panels, after the vessel capsizing, can be gradually inclined, pushing the remaining load through the hatches and can be set in motion by means of. any of the following means : hydraulic;, mechanical; electric-mechanical; and, if possible, remote controlled. 11 - Rotating Pontoon according to claim 9, comprising a helicoidal hatch feeder, system to be installed inside the pontoon hopper or discharge chute, ' cha acterized by its possibility of removing the load fraction which remains next to the hold corners, after the vessel capsizing, which system is made up of helicoidal rotors attached to hinged arms that can be conjugated in order to place the rotors at any convenient work position and when the system ceases operation, both rotors can be put together on a single plane. 'fURE OMPI

Inventors: KRAMER DA LUZ O
Applicants: KRAMER DA LUZ O
Application year: 1978
Main classification: B63C1
IPC codes: B63B27, B63B35