EP0476036B1 - A container ship - Google Patents
A container ship Download PDFInfo
- Publication number
- EP0476036B1 EP0476036B1 EP90909641A EP90909641A EP0476036B1 EP 0476036 B1 EP0476036 B1 EP 0476036B1 EP 90909641 A EP90909641 A EP 90909641A EP 90909641 A EP90909641 A EP 90909641A EP 0476036 B1 EP0476036 B1 EP 0476036B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- ship
- transverse bulkheads
- bulkheads
- broad
- longitudinal direction
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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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
Definitions
- the invention relates to a container ship with holds which are defined by transverse bulkheads in the longitudinal direction of the ship.
- a primary object presented to constructing container ships is to provide the highest possible container capacity in relation to the outer dimensions. This is i.a. obtained by stowing the containers as close to one another as possible in the holds.
- the stowing capacity in the longitudinal direction of the ship is among other things determined by the width of the transverse bulkheads measured in the longitudinal direction of the ship.
- the transverse bulkheads usually define the holds longitudinally, thereby providing space for 40 feet containers or larger containers between two transverse bulkheads, said containers being placed with their largest dimension in the longitudinal direction of the ship.
- the transverse bulkheads are usually provided with a box-shaped girder near the main deck.
- Said girder contributes to the torsional stiffness of the ship and to the stability of the transverse bulkhead towards deflection when being subjected to compression from the sides of the hull and the hatch covers.
- the transverse bulkheads must be able to support the sides of the ship and the bottom of the ship which are subjected to hydrostatic forces during normal sailing and movements at sea. To have the necessary strength, the transverse bulkheads are therefore usually of a width of about 2 m.
- the transverse bulkheads may be open or closed, only every second transverse bulkhead usually being water-tight.
- the object of the invention is to provide a container ship allowing increased stowing capacity.
- transverse bulkheads comprising relatively broad conventional transverse bulkheads adapted to contribute to the torsional stiffness of the ship and to support the sides and the bottom of the ship, and relatively narrow transverse bulkheads adapted to absorb forces from the sides and the bottom of the ship, said narrow transverse bulkheads at both sides being connected to the broad transverse bulkheads by means of tension absorbing means extending in the longitudinal direction of the ship.
- the stowing capacity of the container ship is increased because some of the broad transverse bulkheads are replaced by narrow transverse bulkheads capable of absorbing forces from the sides of the ship, the bottom of the ship and the hatch covers because they are stabilized in the longitudinal direction of the ship by means of the tension absorbing members. Therefore some of the transverse bulkheads need for instance only be from 0.1 to 0.2 m broad whereby the container capacity may be increased by from 5 to 10%.
- the tension absorbing members are fastened to the broad and narrow transverse bulkheads in a suitable manner.As a result they are placed between the stacks of containers in the holds by being suitably fastened directly to vertically extending guides for the containers provided on the bulkheads. At the ends of the holds the narrow transverse bulkheads may be connected to another stable bulkhead, such as an engine-room bulkhead, instead of a broad conventional bulkhead.
- the tension absorbing members may particularly advantageously be tension rods.
- Figs. 1 and 2 illustrates parts of five successive holds 1, 2, 3, 4 and 5 seen in the longitudinal direction of the ship. These holds are defined by the side 6 of the hull and the bottom 7 of the ship. Between the holds there are transverse bulkheads in the form of two relatively broad conventional transverse bulkheads 8, 9 and two relatively narrow transverse bulkheads 10, 11 therebetween.
- a number of tension absorbing tensions rods 12 extend parallel to the longitudinal direction of the ship between the transverse bulkheads, said tensions rods being fastened to adjacent transverse bulkheads by means of suitable fastening means, such as by means of welding.
- transverse bulkheads 8 and 9 are usually of a width in the longitudinal direction of the ship of about 2 m.
- said transverse bulkheads comprise a vertical plate 13 and transverse stiffening plates 14 welded thereto and at the top a box-shaped profile and a U-shaped profile 15 and 16, respectively, abutting each other.
- the free edges of the transverse stiffening plates 14 are provided with downward webs 17
- the relatively narrow transverse bulkheads also comprise a vertical plate 18 onto the side of which transverse angular stiffening profiles 19 have been welded, cf. especially Fig. 2.
- container guides 20 for guiding the corners of the containers during their passage up and down the holds.
- Said container guides may have many different forms and are of a commonly known type.
- the container guides are placed on the same side as the angular stiffening profiles 19, T profiles, while on the other side the container guides are only narrow plates welded thereon. Between the angular stiffening profiles 19 are welded further vertical stiffening plates or strips.
- connection plate 21 being a piece of plate with a larger extension in vertical direction than the tensions rods 12 per se and having recesses not shown wherein the tension rods 12 are received and subsequently secured by welding.
- the tension rods 12 may be fastened to the transverse bulkheads 8, 9, 10 and 11 in many different manners according to the structure of the bulkheads in question and the container guides used. It is of utmost importance that the tension rods 12 are capable of compensating for the reduced width and consequently reduced rigidity of the narrow transverse bulkheads 10, 11.
- the number of tension rods can vary and preferably a large number of tension rods are placed in both vertical and horizontal direction so that a tension rod is provided opposite each longitudinal edge of the containers placed in the holds. In order to absorb the load from the hatches and their load the tension rods can be placed at shorter intervals at the top of the hold.
- the containers can be stowed closer in the longitudinal direction, whereby the container capacity can be increased by 5 to 10% compared to the prior art even though individual bulkheads must still allow both ventilation and access to the holds.
- the tension rods may be wires and of different cross sections as well as be fastened in many different manners.
- the narrow bulkheads can also be stabilized by means of a tension and compression absorbing structure for instance in the form of narrow bars connecting the narrow transverse bulkheads with the broader conventional transverse bulkheads in the longitudinal direction. Said structure does require more space between the stacks of containers, but on the other hand narrow transverse bulkheads not connected to the broad transverse bulkheads to both sides in the longitudinal direction may be provided between two successive broad transverse bulkheads.
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)
- Rigid Containers With Two Or More Constituent Elements (AREA)
- Ship Loading And Unloading (AREA)
- Warehouses Or Storage Devices (AREA)
Abstract
A container ship has holds (1-5), which are defined by transverse bulkheads (8, 9, 10 and 11) in the longitudinal direction of the ship. Said transverse bulkheads comprise relatively broad, conventional bulkheads (8, 9) and relatively narrow bulkheads (10, 11) connected on both sides to the broad transverse bulkheads (8, 9) by means of tension absorbing members (12) extending in the longitudinal direction of the ship.
Description
- The invention relates to a container ship with holds which are defined by transverse bulkheads in the longitudinal direction of the ship.
- A primary object presented to constructing container ships is to provide the highest possible container capacity in relation to the outer dimensions. This is i.a. obtained by stowing the containers as close to one another as possible in the holds. The stowing capacity in the longitudinal direction of the ship is among other things determined by the width of the transverse bulkheads measured in the longitudinal direction of the ship. The transverse bulkheads usually define the holds longitudinally, thereby providing space for 40 feet containers or larger containers between two transverse bulkheads, said containers being placed with their largest dimension in the longitudinal direction of the ship. The transverse bulkheads are usually provided with a box-shaped girder near the main deck. Said girder contributes to the torsional stiffness of the ship and to the stability of the transverse bulkhead towards deflection when being subjected to compression from the sides of the hull and the hatch covers. The transverse bulkheads must be able to support the sides of the ship and the bottom of the ship which are subjected to hydrostatic forces during normal sailing and movements at sea. To have the necessary strength, the transverse bulkheads are therefore usually of a width of about 2 m. The transverse bulkheads may be open or closed, only every second transverse bulkhead usually being water-tight.
-
- The object of the invention is to provide a container ship allowing increased stowing capacity.
- This is obtained by the transverse bulkheads comprising relatively broad conventional transverse bulkheads adapted to contribute to the torsional stiffness of the ship and to support the sides and the bottom of the ship, and relatively narrow transverse bulkheads adapted to absorb forces from the sides and the bottom of the ship, said narrow transverse bulkheads at both sides being connected to the broad transverse bulkheads by means of tension absorbing means extending in the longitudinal direction of the ship.
- As a result, the stowing capacity of the container ship is increased because some of the broad transverse bulkheads are replaced by narrow transverse bulkheads capable of absorbing forces from the sides of the ship, the bottom of the ship and the hatch covers because they are stabilized in the longitudinal direction of the ship by means of the tension absorbing members. Therefore some of the transverse bulkheads need for instance only be from 0.1 to 0.2 m broad whereby the container capacity may be increased by from 5 to 10%. The tension absorbing members are fastened to the broad and narrow transverse bulkheads in a suitable manner.As a result they are placed between the stacks of containers in the holds by being suitably fastened directly to vertically extending guides for the containers provided on the bulkheads. At the ends of the holds the narrow transverse bulkheads may be connected to another stable bulkhead, such as an engine-room bulkhead, instead of a broad conventional bulkhead.
- According to the invention, there may be more, preferably two narrow transverse bulkheads with connecting tension absorbing members between successive broad conventional transverse bulkheads, whereby a particularly advantageous embodiment of the invention is obtained.
- Moreover according to the invention the tension absorbing members may particularly advantageously be tension rods.
- The invention is described in greater detail below with reference to the drawing, in which
- Fig. 1 is a diagrammatic perspective view of a section of a hull according to the invention shown in perspective with parts omitted for the sake of clarity,
- Fig. 2 is a diagrammatic side view of the section of a hull shown in Fig. 1 with vertical reinforcements and container guides omitted for the sake of clarity, and
- Fig. 3 is a sectional view taken along the line I-I of Fig. 2.
- The section of a container ship shown in Figs. 1 and 2 illustrates parts of five successive holds 1, 2, 3, 4 and 5 seen in the longitudinal direction of the ship. These holds are defined by the
side 6 of the hull and the bottom 7 of the ship. Between the holds there are transverse bulkheads in the form of two relatively broad conventionaltransverse bulkheads transverse bulkheads tensions rods 12 extend parallel to the longitudinal direction of the ship between the transverse bulkheads, said tensions rods being fastened to adjacent transverse bulkheads by means of suitable fastening means, such as by means of welding. - The relatively broad conventional
transverse bulkheads vertical plate 13 and transversestiffening plates 14 welded thereto and at the top a box-shaped profile and aU-shaped profile stiffening plates 14 are provided withdownward webs 17 - In the embodiment shown, the relatively narrow transverse bulkheads also comprise a
vertical plate 18 onto the side of which transverseangular stiffening profiles 19 have been welded, cf. especially Fig. 2. - On both sides of all
transverse bulkheads vertical container guides 20 for guiding the corners of the containers during their passage up and down the holds. Said container guides may have many different forms and are of a commonly known type. In the embodiment shown in Fig. 3 the container guides are placed on the same side as theangular stiffening profiles 19, T profiles, while on the other side the container guides are only narrow plates welded thereon. Between theangular stiffening profiles 19 are welded further vertical stiffening plates or strips. - In the embodiment shown in Fig. 3 the
tension rods 12 are welded directly to the container guides through anintermediate connection plate 21, said connection plate being a piece of plate with a larger extension in vertical direction than the tensions rods 12 per se and having recesses not shown wherein thetension rods 12 are received and subsequently secured by welding. - The
tension rods 12 may be fastened to thetransverse bulkheads tension rods 12 are capable of compensating for the reduced width and consequently reduced rigidity of the narrowtransverse bulkheads - When a combination of broad conventional
transverse bulkheads narrow bulkheads - The invention is described with reference to the preferred embodiments. Many modifications may be made without thereby deviating from the scope of the claims. For instance, the tension rods may be wires and of different cross sections as well as be fastened in many different manners. Thus the narrow bulkheads can also be stabilized by means of a tension and compression absorbing structure for instance in the form of narrow bars connecting the narrow transverse bulkheads with the broader conventional transverse bulkheads in the longitudinal direction. Said structure does require more space between the stacks of containers, but on the other hand narrow transverse bulkheads not connected to the broad transverse bulkheads to both sides in the longitudinal direction may be provided between two successive broad transverse bulkheads.
Claims (4)
- Container ship with holds which are confined by transverse bulkheads in the longitudinal direction of the ship, characterised in that the transverse bulkheads comprise relatively broad, conventional transverse bulkheads (8, 9) adapted to contribute to the torsional stiffness of the ship and to support the sides and the bottom of the ship, and relatively narrow transverse bulkheads (10, 11) adapted to absorb forces from the sides and the bottom of the ship, said narrow transverse bulkheads being connected to the broad transverse bulkheads (8,9) by means of tension absorbing means (12) extending in the longitudinal direction of the ship.
- Container ship as claimed in claim 1, characterised in that more, preferably two narrow transverse bulkheads with connecting tension absorbing members (12) are provided between the broad conventional transverse bulkheads (8, 9).
- Container ship as claimed in claim 1, characterised in that the tension absorbing members are tensions rods (12).
- Container ship as claimed in claim 1, characterised in that the tension absorbing members are beams which are able to absorb compression as well.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK281289A DK163651C (en) | 1989-06-08 | 1989-06-08 | Container ship |
| DK2812/89 | 1989-06-08 | ||
| PCT/DK1990/000143 WO1990014985A1 (en) | 1989-06-08 | 1990-06-08 | A container ship |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0476036A1 EP0476036A1 (en) | 1992-03-25 |
| EP0476036B1 true EP0476036B1 (en) | 1994-08-31 |
Family
ID=8116030
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP90909641A Expired - Lifetime EP0476036B1 (en) | 1989-06-08 | 1990-06-08 | A 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 EP EP90909641A patent/EP0476036B1/en not_active Expired - Lifetime
- 1990-06-08 ES ES90909641T patent/ES2060181T3/en not_active Expired - Lifetime
- 1990-06-08 DE DE69012120T patent/DE69012120T2/en not_active Expired - Fee Related
- 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 KR KR1019910701803A patent/KR100215952B1/en not_active IP Right Cessation
- 1990-06-08 AU AU58491/90A patent/AU5849190A/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| DE69012120D1 (en) | 1994-10-06 |
| KR100215952B1 (en) | 1999-08-16 |
| DK281289A (en) | 1990-12-09 |
| JPH04506050A (en) | 1992-10-22 |
| DK281289D0 (en) | 1989-06-08 |
| DK163651C (en) | 1997-07-07 |
| DK163651B (en) | 1992-03-23 |
| AU5849190A (en) | 1991-01-07 |
| DE69012120T2 (en) | 1995-04-06 |
| EP0476036A1 (en) | 1992-03-25 |
| KR920700992A (en) | 1992-08-10 |
| JP3087764B2 (en) | 2000-09-11 |
| ES2060181T3 (en) | 1994-11-16 |
| WO1990014985A1 (en) | 1990-12-13 |
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