DK163651B - CONTAINER SHIP - Google Patents
CONTAINER SHIP Download PDFInfo
- Publication number
- DK163651B DK163651B DK281289A DK281289A DK163651B DK 163651 B DK163651 B DK 163651B DK 281289 A DK281289 A DK 281289A DK 281289 A DK281289 A DK 281289A DK 163651 B DK163651 B DK 163651B
- Authority
- DK
- Denmark
- Prior art keywords
- shutters
- transverse
- ship
- transverse shutters
- container
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/22—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for palletised articles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
- B63B25/004—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for containers
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
- Ship Loading And Unloading (AREA)
- Rigid Containers With Two Or More Constituent Elements (AREA)
- Warehouses Or Storage Devices (AREA)
Description
DK 163651 BDK 163651 B
iin
Opfindelsen angår et containerskib med lastrum, som i skibets længderetning er afgrænset af tværskodder.The invention relates to a container ship with cargo space which is defined in the longitudinal direction of the ship by transverse shutters.
Ved konstruktion af containerskibe tilstræbes størst mulig 5 containerkapacitet i forhold til de ydre dimensioner, hvilket bl.a. opnås ved at stuve containerne tættest muligt i lastrummene. Den tæthed, hvormed containerne kan stuves i lastskibets længderetning bestemmes bl.a. af tværskoddernes bredde målt i skibets længderetning. Tværskodderne afgrænser normalt 10 lastrummene i længderetningen, således at der imellem to tværskodder er plads til 40 fods containere eller større containere, som anbri nges med deres største dimension i skibets længderetning. Tværskodderne har som regel en kasseformet drager i nærheden af hoveddækket. Denne drager bidrager til skibets 15 torsionsstivhed og til tværskoddets stabilitet over for ud- bøjning, når det udsættes for trykkræfter fra skibsskrogets sider og lugedækslerne. Tværskodderne skal kunne afstive skibssiderne og skibsbunden, som påvirkes af hydrostatiske kræfter under normal sejlads og ved bevægelser i søen. For at 20 have den nødvendige styrke har tværskodderne derfor som regel en bredde på omkring 2 meter. Tværskodderne kan være åbne eller lukkede, idet som regel kun hvert andet tværskod er vandtæt .When designing container vessels, the maximum possible 5 container capacity is sought in relation to the external dimensions. is achieved by storing the containers as close as possible to the cargo holds. The density by which the containers can be stowed in the longitudinal direction of the cargo ship is determined, among other things. of the width of the transverse shutters measured in the longitudinal direction of the ship. The transverse shutters normally delimit the cargo lengths in the longitudinal direction, so that between two transverse shutters there is space for 40 foot containers or larger containers which are positioned with their largest dimension in the longitudinal direction of the ship. The transverse shutters usually have a box-shaped kite near the main deck. This drag contributes to the torsional rigidity of the ship 15 and to the stability of the transverse bulkhead against bending when subjected to compressive forces from the sides of the ship hull and hatch covers. The transverse shutters shall be capable of supporting the ship's sides and the bottom of the ship, which are affected by hydrostatic forces during normal sailing and by movements in the sea. Therefore, in order to have the necessary strength, the transverse shutters usually have a width of about 2 meters. The transverse shutters may be open or closed, as usually only every other transverse joint is watertight.
25 Formålet med opfindelsen er at tilvejebringe et containerskib, som åbner mulighed for større kapacitet.The object of the invention is to provide a container ship which allows for greater capacity.
Dette opnås ved, at tværskodderne omfatter forholdsvis brede konventionelle tværskodder og forholdsvis smalle tværskodder, 30 som på begge sider er forbundet med de brede tværskodder ved hjælp af i skibets længderetning forløbende trækkraftoptagende dele.This is achieved by the fact that the transverse shutters comprise relatively wide conventional transverse shutters and relatively narrow transverse shutters, which are connected on both sides to the wide transverse shutters by longitudinal traction absorbing portions.
Herved opnås øgning af containerskibets kapacitet på grund af, 35 at nogle af de brede tværskodder kan erstattes af smalle, af-stivede tværskodder, som er i stand til at optage kræfter fra skibssiderne, skibsbunden og lugedækslerne på grund af, at deThis increases the capacity of the container ship due to the fact that some of the wide transverse shutters can be replaced by narrow, stiffened transverse shutters which are capable of absorbing forces from the ship's sides, the bottom of the ship and the hatch covers.
DK 163651 BDK 163651 B
2 er afstivet i skibets længderetning ved hjælp af de trækkraftoptagende dele. Herved kan nogle af tværskodderne nøjes med at være f.eks. fra 0,1 til 0,2 m brede, hvorved containerkapaciteten kan forøges med fra 5 til 10%. De trækkraftoptagende 5 dele fastgøres til de brede og de smalle tværskodder på en passende måde, således at de kommer til at ligge imellem stablerne af containere i lastrummene. Ved enderne af lastrummene kan de smalle tværskodder være forbundet med et andet stabilt skod, såsom et maskinskod, i stedet for et bredt konventionelt 10 skod.2 is stiffened longitudinally of the ship by means of the traction absorbing parts. Hereby, some of the transverse shutters may only be e.g. from 0.1 to 0.2 m wide, whereby the container capacity can be increased from 5 to 10%. The traction-absorbing 5 parts are attached to the wide and narrow transverse shutters in a suitable manner so that they lie between the stacks of containers in the cargo holds. At the ends of the cargo holds, the narrow transverse shutters may be connected to another stable shutter, such as a machine shutter, instead of a wide conventional shutter.
Mellem efter hinanden følgende brede konventionelle tværskodder kan der ifølge opfindelsen findes flere, fortrinsvis to smalle tværskodder med forbindende trækkraftoptagende dele, 15 hvorved opnås en særlig hensigtsmæssig udførelsesform for op- fi ndel sen.Between successive wide conventional transverse shutters, according to the invention, there can be found several, preferably two narrow transverse shutters with connecting traction receiving parts, thereby obtaining a particularly convenient embodiment of the invention.
Særligt hensigtsmæssigt kan ifølge opfindelsen de trækkraftoptagende dele være trækstænger.In particular, according to the invention, the traction-absorbing parts may be drawbars.
2020
Opfindelsen forklares nærmere neden for under henvisning til tegningen, hvor fig. 1 skematisk viser en perspektivisk afbildning af en del 25 af et skibsskrog ifølge opfindelsen med dele for tydeligheds skyld skåret væk, fig. 2 samme set fra siden med lodretgående afstivninger samt containerstyr for tydeligheds skyld fjernet, og 30 fig. 3 et snit efter linien I-I i fig. 2.The invention is further explained below with reference to the drawing, in which fig. 1 is a diagrammatic perspective view of part 25 of a ship hull according to the invention with parts cut away for clarity; FIG. 2 is the same side view with vertical stiffeners and container handle removed for clarity, and FIG. 3 is a section along line I-I of FIG. 2nd
Det i fig. 1 og 2 viste udsnit af et containerskib viser dele af fem efter hinanden i skibets længderetning følgende lastrum 35 1, 2, 3, 4 og 5. Disse lastrum er afgrænset af skibsskrogets side 6 og skibets bund 7. Imellem lastrummene findes der tværskodder i form af to forholdsvis brede konventionelle 3The FIG. Figures 1 and 2 of a container ship show parts of five consecutive longitudinal lengths of the ship 35 1, 2, 3, 4 and 5. These cargo spaces are bounded by the ship's hull 6 and the bottom of the ship 7. Between the cargo spaces there are transverse shutters in the form of two relatively wide conventional 3
DK 163651 BDK 163651 B
tværskodder 8, 9 og to herimellem værende forholdsvis smalle tværskodder 10, 11. Imellem tværskodderne strækker der sig et antal parallelt med skibets længderetning forløbende trækkraftoptagende trækstænger 12, som er fastgjort til nærliggende 5 tværskodder ved hjælp af passende fstgørelsesmid1 er, såsom ved hjælp af svejsning.transverse shutters 8, 9 and two therebetween being relatively narrow transverse shutters 10, 11. Between the transverse shutters extend a number of traction-absorbing pull rods 12 parallel to the ship, which are attached to adjacent 5 cross shutters by means of suitable fastening means1, such as by welding. .
De forholdsvis brede konventionelle tværskodder 8 og 9 har som normalt en bredde i skibets længderetning på omkring 2 meter 10 og i den viste udførelsesform består de af en lodret anbragt plade 13 samt herpå fastsvejste tværgående afstivningsplader samt et foroven anbragt op til hinanden stødende kasseformet profil og U-formet profil henholdsvis 15 og 16. På de frie kanter af de tværgående afstivningsplader findes der ned ad 15 hængende flige 17.The relatively wide conventional transverse shutters 8 and 9 normally have a length in the longitudinal direction of the ship of about 2 meters 10 and in the illustrated embodiment, they consist of a vertically arranged plate 13 as well as welded transverse stiffening plates and an upper box-shaped profile adjacent to each other. U-shaped profile 15 and 16. respectively. On the free edges of the transverse bracing plates there are 15 hanging tabs 17.
De forholdsvis smalle tværskodder omfatter i den viste udførelsesform også en lodret plade 18, på hvis ene side der er påsvejset tværgående vi nkel formede afstivningsprofiler 19. (Se 20 især fig. 2) .The relatively narrow transverse shutters also in the illustrated embodiment also comprise a vertical plate 18, on one side of which is welded transversely angular shaped stiffening profiles 19. (See 20 in particular Fig. 2).
På begge sider af alle tværskodderne 8, 9, 10 og 11 findes der lodrette containerstyr 20, som anvendes til at styre containerne i hjørnerne under deres passage ned i og op ad lastrum-25 mene. Disse containerstyr kan have mange forskellige former og er af en almindelig kendt type. I den i fig. 3 viste udførelsesform er containerstyrene på den side, hvor de vi nkel formede afstivningsprofiler 19 befinder sig, T-profiler, medens de på den anden side blot er fastsvejsede smalle plader. Imellem de 30 vi nkel formede afstivningsprofiler 19 er der fastsvejset yderligere lodrette afstivningsplader eller -lister.On both sides of all the transverse shutters 8, 9, 10 and 11 there are vertical container guides 20 which are used to guide the containers in the corners during their passage down and into the cargo spaces 25. These container guides can take many different forms and are of a generally known type. In the embodiment shown in FIG. 3, the container guides on the side where the nickel-shaped stiffening profiles 19 are located are T-profiles, while on the other hand they are simply welded narrow plates. In addition to the 30 double-shaped bracing profiles 19, additional vertical bracing plates or moldings are welded.
I den i fig. 3 viste udførelsesform er trækstængerne 12 svejset direkte fast til containerstyrene via en overgangslaske 35 21, som er et pladestykke med en større udstrækning i lodret retning end selve trækstængerne 12 og har ikke nærmere viste udskæringer, hvori trækstængerne 12 er optaget og derefter fastsvejset.In the embodiment shown in FIG. 3, the drawbars 12 are welded directly to the container guides via a transition bottle 35 21, which is a plate piece with a greater extent in the vertical direction than the drawbars 12 itself and has no further cut-outs in which the drawbars 12 are received and then welded.
Claims (4)
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DK281289A DK163651C (en) | 1989-06-08 | 1989-06-08 | Container ship |
PCT/DK1990/000143 WO1990014985A1 (en) | 1989-06-08 | 1990-06-08 | A container ship |
JP02509150A JP3087764B2 (en) | 1989-06-08 | 1990-06-08 | Container ship |
AU58491/90A AU5849190A (en) | 1989-06-08 | 1990-06-08 | A container ship |
EP90909641A EP0476036B1 (en) | 1989-06-08 | 1990-06-08 | A container ship |
KR1019910701803A KR100215952B1 (en) | 1989-06-08 | 1990-06-08 | Hold of container ship |
DE69012120T DE69012120T2 (en) | 1989-06-08 | 1990-06-08 | CONTAINER SHIP. |
ES90909641T ES2060181T3 (en) | 1989-06-08 | 1990-06-08 | CONTAINER SHIP. |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DK281289 | 1989-06-08 | ||
DK281289A DK163651C (en) | 1989-06-08 | 1989-06-08 | Container ship |
Publications (4)
Publication Number | Publication Date |
---|---|
DK281289D0 DK281289D0 (en) | 1989-06-08 |
DK281289A DK281289A (en) | 1990-12-09 |
DK163651B true DK163651B (en) | 1992-03-23 |
DK163651C DK163651C (en) | 1997-07-07 |
Family
ID=8116030
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
DK281289A DK163651C (en) | 1989-06-08 | 1989-06-08 | Container ship |
Country Status (8)
Country | Link |
---|---|
EP (1) | EP0476036B1 (en) |
JP (1) | JP3087764B2 (en) |
KR (1) | KR100215952B1 (en) |
AU (1) | AU5849190A (en) |
DE (1) | DE69012120T2 (en) |
DK (1) | DK163651C (en) |
ES (1) | ES2060181T3 (en) |
WO (1) | WO1990014985A1 (en) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101027232B1 (en) | 2005-12-01 | 2011-04-06 | 현대중공업 주식회사 | Transverse bulkhead structure which supports cargo hold in container ship |
KR20110027442A (en) * | 2009-09-10 | 2011-03-16 | 대우조선해양 주식회사 | Floating structure with a propulsion system using heterogeneous fuel |
KR101185517B1 (en) | 2010-11-11 | 2012-09-24 | 삼성중공업 주식회사 | Cargo carrier and construction method thereof |
KR101948124B1 (en) * | 2012-10-08 | 2019-02-15 | 대우조선해양 주식회사 | Transfer method for upper part block of ro-ro ship and block erection method using thereof |
KR101426535B1 (en) | 2012-12-20 | 2014-08-05 | 인하대학교 산학협력단 | Side opening of the livestock carriers |
CN105109619A (en) * | 2015-09-28 | 2015-12-02 | 上海船舶研究设计院 | Cargo compartment support structure for ultra-large ore carrier |
DK178972B1 (en) * | 2016-06-21 | 2017-07-17 | Maersk Line As | Container ship with increased capacity for reefers |
CN113978605A (en) * | 2021-12-01 | 2022-01-28 | 上海船舶研究设计院(中国船舶工业集团公司第六0四研究院) | Combined bulkhead platform structure suitable for refrigerated container ship |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3537414A (en) * | 1968-10-02 | 1970-11-03 | Jerome L Goldman | Shipboard cargo stowage construction |
US3583350A (en) * | 1969-09-22 | 1971-06-08 | Jerome L Goldman | Shipboard cargo stowage construction |
DE3305761A1 (en) * | 1983-02-19 | 1984-10-31 | Heinrichs Ingenieur-Technik GmbH & Co KG, 2800 Bremen | Cellular structure as well as locking device in particular for a cellular structure |
DK155275C (en) * | 1984-01-16 | 1989-08-07 | Dampskibsselskabet Af 1912 | CONTAINER STORAGE FOR USE ON BOARD CONTAINER SHIP |
-
1989
- 1989-06-08 DK DK281289A patent/DK163651C/en not_active IP Right Cessation
-
1990
- 1990-06-08 KR KR1019910701803A patent/KR100215952B1/en not_active IP Right Cessation
- 1990-06-08 DE DE69012120T patent/DE69012120T2/en not_active Expired - Fee Related
- 1990-06-08 EP EP90909641A patent/EP0476036B1/en not_active Expired - Lifetime
- 1990-06-08 JP JP02509150A patent/JP3087764B2/en not_active Expired - Fee Related
- 1990-06-08 WO PCT/DK1990/000143 patent/WO1990014985A1/en active IP Right Grant
- 1990-06-08 AU AU58491/90A patent/AU5849190A/en not_active Abandoned
- 1990-06-08 ES ES90909641T patent/ES2060181T3/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
DE69012120D1 (en) | 1994-10-06 |
DK281289A (en) | 1990-12-09 |
JP3087764B2 (en) | 2000-09-11 |
KR920700992A (en) | 1992-08-10 |
EP0476036B1 (en) | 1994-08-31 |
JPH04506050A (en) | 1992-10-22 |
DK281289D0 (en) | 1989-06-08 |
WO1990014985A1 (en) | 1990-12-13 |
EP0476036A1 (en) | 1992-03-25 |
DE69012120T2 (en) | 1995-04-06 |
KR100215952B1 (en) | 1999-08-16 |
ES2060181T3 (en) | 1994-11-16 |
DK163651C (en) | 1997-07-07 |
AU5849190A (en) | 1991-01-07 |
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Legal Events
Date | Code | Title | Description |
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PBP | Patent lapsed |