EP2313308A2 - Binnenschiff für den container-transport - Google Patents
Binnenschiff für den container-transportInfo
- Publication number
- EP2313308A2 EP2313308A2 EP09775578A EP09775578A EP2313308A2 EP 2313308 A2 EP2313308 A2 EP 2313308A2 EP 09775578 A EP09775578 A EP 09775578A EP 09775578 A EP09775578 A EP 09775578A EP 2313308 A2 EP2313308 A2 EP 2313308A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- longitudinal
- ship
- reinforced
- hull
- sides
- 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.)
- Granted
Links
- 239000002184 metal Substances 0.000 claims abstract 4
- 238000010276 construction Methods 0.000 claims description 8
- 230000007704 transition Effects 0.000 claims description 2
- 239000000463 material Substances 0.000 claims 3
- 230000005611 electricity Effects 0.000 claims 1
- 239000012530 fluid Substances 0.000 claims 1
- 239000003643 water by type Substances 0.000 claims 1
- 230000032258 transport Effects 0.000 description 13
- 238000011161 development Methods 0.000 description 5
- 238000013461 design Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000003014 reinforcing effect Effects 0.000 description 3
- 230000004308 accommodation Effects 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 241000218645 Cedrus Species 0.000 description 1
- 241000219098 Parthenocissus Species 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000002146 bilateral effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000009189 diving Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000008676 import Effects 0.000 description 1
- 230000005923 long-lasting effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 239000003351 stiffener Substances 0.000 description 1
- 238000003860 storage Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B3/00—Hulls characterised by their structure or component parts
- B63B3/14—Hull parts
- B63B3/26—Frames
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B3/00—Hulls characterised by their structure or component parts
- B63B3/14—Hull parts
- B63B3/26—Frames
- B63B3/34—Frames of longitudinal type; Bulkhead connections
Definitions
- Austria is traditionally closely connected with the economic areas of Northern and Western Europe.
- the ports of the North Sea coast, especially the ARA ports are the gateway for Austria's imports and exports. Substantial freight flows therefore move across the northwest-southeast axis, often by rail, much more often by truck, which raises especially in Austria the well-known and unresolved problems.
- the transcontinental waterway from the North Sea to the Black Sea follows the same basic direction. Its centerpiece is the developed Main, the Main-Danube Canal (MDK) as well as the largely developed Danube, apart from the not yet developed Danube line from Vilshofen to Straubing; after all, a waterway of more than 3,000 km in length, which connects 15 states of Europe. In comparison to road and rail, inland waterway transport is at
- a ship with a carrying capacity of 1,000 tonnes transports as many as 40 trucks or a freight train and only requires about twice as much drive power as the truck.
- a pusher with twice 1,700 kW engine power can push four barges with a total payload of 10,000 tons, consuming around 500 liters of diesel per hour. This means at an average speed of 10 km / h, a consumption of 0.5 liters per 100 ton kilometers, to Valley even only 300 liters of diesel per hour.
- a 30 t payload truck consumes between 35 and 40 liters per 100 kilometers, which means that it consumes 130 to 164% more fuel than the ship at 1.15 to 1.30 l per tonne-kilometer.
- Rhine - Main - MDK - Danube waterway is an almost ideal alternative to clogged roads and rails.
- container traffic the dimensions of the waterway are the same as in 1924, which particularly affects the clearance heights of the bridges as well as the widths of the canals and in particular the locks, whereas the length of the locks is due to the always long tows is always sufficient.
- the self - propelled inland cargo vessel (self - propelled vehicle) has essentially received its current shape in a long - lasting development.
- the first self-propelled steamers were based on the usual three-seater freighters going to the sea at the turn of the 19th and 20th centuries, which meant smaller superstructures at bow and stern and propulsion, accommodation and steering in the middle of the ship , the bodies are moved to the stern of the ships, especially with the advent of smaller forms of propulsion, in particular the internal combustion engine.
- this development was completed and, independently, for which purpose and which charge the same built was, were at the self-propelled the superstructures and the technical facilities at the rear.
- the cargo tanks are placed in the hold, bulk goods are poured and containers are placed in it.
- the wall decks are required to keep the self-driver passable and they must therefore have a certain width and the creeper as an essential constructive element of the strength of the self-driver must absorb the bending forces.
- the usable width of a self-propelled vehicle which should be able to navigate the waterways of the classes Vb and smaller, is therefore narrowly limited to 11.4 m.
- the width of the two lateral gangways is regulated in the construction regulations for inland vessels and is at least 60 cm, in total so 120 cm. This and the constructive width of the boom tree on both sides of the ship, each with at least 15 cm, must be deducted from the maximum ship width in order to obtain the usable for the cargo inside width of the ship. This results in remaining 9.7 meters usable interior width.
- the usable height on the MDK waterway is made up of the maximum draft and the maximum clear height, ie a total of 8.5 m.
- the maximum draft and the maximum clear height ie a total of 8.5 m.
- Containers are in their dimensions standardized steel boxes, which are in use worldwide and enable the rapid handling of goods even in trimodal transport.
- the counting unit for containers is: TEU (Twenty Feet Equivalent Unit). 1 TEU equals about 10,000 jeans trousers or 20,000 original packaged watches. The dimensions are according to ISO:
- the loading space of a MGS of 110 m has about the following dimensions: Length: about 80 m, width 9.7 m, the height is insignificant, but theoretically can be up to 8 m.
- TEU side by side, 13 in a row and in 2 layers to transport one above the other results in a capacity of 78 TEU with a ship length of 110 m.
- the payload amounts to around 663 t incoming or 1,053 t outgoing, plus 195 t empty weight of the containers, which corresponds to an average capacity utilization of 2,500 t to only 26% freight or a total of 34%. Outgoing the values are better: 1,053 t (42%), total 1,248 t (50%). If it is possible to transport 3 layers of containers one above the other, the capacity increases to 117 TEU
- the capacity is at least 104 TEU At 4 TEU next to each other in 3 layers but at least 156 TEU, which is almost exactly equivalent to a doubling of capacity compared to the "classic".
- the payload amounts to around 1,326 t incoming or 2,106 t outgoing, plus an additional 390 t empty weight of the containers, which corresponds to an average capacity utilization of 2,500 t to 53% freight or a total of 68%.
- Outgoing values are even better: 2,106 1 (84%), total 2,496 1 (100%).
- Only an optimized container for cargo space makes it possible to exploit the potential of a 110m long MGS practically full.
- the middle gangway not only accommodates all the infrastructure lines between the bow and stern, but is in its upper part as carrying box girder perform (see below) and in its lower part as a tank to flood if necessary, the depth of the hull to increase, so that low bridges od. Like. Can be passed through.
- a further increase in the longitudinal reinforcement can be achieved by bilateral lower side, the side walls and the hollow bottom of the ship interconnecting material-reinforced bottom edge hollow boxes according to claim 2. Furthermore, it may be provided for stiffening the hull that the
- Bottom longitudinal hollow box are connected on both sides side hollow boxes, as shown in claim 3.
- the upper center longitudinal hollow box which carries the central wall passage, can advantageously survive on both sides in a width which corresponds to the extent of the board of the longitudinal and transverse ribs of the hull, see claim 5 hereof.
- the nautical facilities including the accommodation and social spaces, may be for at least four
- the bridge can be designed so that a lifting device can lift it above the level of up to 4 containers a 2.5 m in the cargo hold, which also the possible heights on the Rhine can be realized.
- the hull of the vehicle can be seen as the A n s p r u c h 9 - especially in terms of high strength and low weight - advantageously manufactured in longitudinal spar construction, which are arranged 2438 mm or integer parts thereof away from each other.
- the distance between the frame ribs is 6096 mm or integer parts thereof.
- frame frames serve, for example sheets 200 x 12 cm, flanged 120 x 12 cm.
- floor crossbeams serve e.g. Trays 480 x 12 cm, which are fully welded to the outer and inner bottom plates.
- the new vessel if it is fitted with a raised floor, it will have a height of 350 mm and, as described in A p rs c h 1 5, may be closed in a hollow and gastight manner.
- 10 mm thick sheets which have spacings of e.g. 625 mm, proven, so that the lateral supports of the containers each rest on a bottom rail.
- the inner bottom of the new ship if present, desirably has a thickness of 10 mm. If an inner bottom is provided, then material-reinforced longitudinal and transverse frames are not necessary.
- the vehicle has in concrete e.g. a 20 mm thick, 1000 mm wide flat keel plate, which extends over the entire length of the ship.
- the longitudinal side rails are Holland profiles of the dimension HP-160.
- the central, laid in the ship's longitudinal center wall passage advantageously has a width of 1000 mm; the wall thicknesses of the side wall panels are for example 10 mm, the Transverse stiffeners in the areas of the frame frames are advantageously made of sheets 200x12 mm, flanged 120x12mm; The longitudinal ribs in the gangway area are conveniently made of Holland profiles HP 160.
- the vehicle body is provided on both its side walls with massive shears, e.g. 25 mm thick sheets with 800mm height, equipped; furthermore, e.g. Sheets dimension 500x12 mm, flanged 200x20 mm, as terminations of the gangway frames in the areas of the frame frames.
- massive shears e.g. 25 mm thick sheets with 800mm height
- Sheets dimension 500x12 mm, flanged 200x20 mm as terminations of the gangway frames in the areas of the frame frames.
- the bulkhead distances are 24,40m
- a push shoulder of conventional design is arranged at the bow of the vehicle.
- a non-powered vehicle eliminates the attachment of a
- Push shoulder at the bow instead, it is convenient to attach such a rear. Furthermore, it is advantageous to design the stern of the unpowered barge so as to allow an almost seamless transition to the sliding container ship.
- FIG. 1 shows a cross-sectional view of the fuselage of the new one
- This central longitudinal hollow beam 3 is reinforced at the top by the here with
- Double-T corresponding to the longitudinal central part of the flat ship bottom 4 forming, at least on the underside with reinforced sheets 31, e.g. bottom longitudinal hollow box 40 formed with a width of 1000 mm, which is inserted on both sides into the e.g. 35 cm in height
- Center longitudinal hollow beam 3 are flooded, which in particular for lowering
- bottom longitudinal hollow box 40 can be supplemented by laterally adjoining bottom side hollow boxes 41, with broken lines.
- bottom edge boxholes 45 of the ship's bottom 4 goes into the same vertically upward aspiring sideboards 5, which each upper side with also the maximum board vs the frames 11, 12 accordingly, in each case to the cargo space 20 projecting, the longitudinal stiffness of the hull 2 ensuring, preferably reinforced sheets 31 having, for example, 30 cm wide sideboard hollow boxes 50 complete.
- Fig. 1 is still shown that at a distance corresponding to a width of each container 9 spaced apart longitudinal ribs 11 'reinforced and at least where two containers 9 are arranged side by side, also designed with an upper side, both sides projecting reinforcing strip 111 are.
- FIG. 1 As shown by the laying of the wall duct 8 in the longitudinal center of the inland container ship 1 with a corresponding slenderness of
- Figs. 2a and 2b show - with otherwise constant reference numerals - the new container-inland ship 1 with hull 2 with the total length Ir and only one wall passage 8 longitudinally between the two, ie four, rows 90 of containers 9 from the front and from backwards.
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)
- Revetment (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL09775578T PL2313308T3 (pl) | 2008-07-31 | 2009-07-29 | Statek śródlądowy do transportu kontenerów |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT11942008 | 2008-07-31 | ||
PCT/AT2009/000293 WO2010015008A2 (de) | 2008-07-31 | 2009-07-29 | Binnenschiff für den container-transport |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2313308A2 true EP2313308A2 (de) | 2011-04-27 |
EP2313308B1 EP2313308B1 (de) | 2012-05-23 |
Family
ID=41165675
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP09775578A Active EP2313308B1 (de) | 2008-07-31 | 2009-07-29 | Binnenschiff für den container-transport |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2313308B1 (de) |
PL (1) | PL2313308T3 (de) |
WO (1) | WO2010015008A2 (de) |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1540995A (fr) * | 1967-07-20 | 1968-10-04 | Navire porte-barges ou analogue et ses diverses applications | |
DE2607578A1 (de) * | 1976-02-25 | 1977-09-01 | Ulrich Harms | Pontonartiges transportschiff |
JPS6022493U (ja) * | 1983-07-22 | 1985-02-15 | 日立造船株式会社 | 船体構造 |
-
2009
- 2009-07-29 EP EP09775578A patent/EP2313308B1/de active Active
- 2009-07-29 PL PL09775578T patent/PL2313308T3/pl unknown
- 2009-07-29 WO PCT/AT2009/000293 patent/WO2010015008A2/de active Application Filing
Non-Patent Citations (1)
Title |
---|
See references of WO2010015008A2 * |
Also Published As
Publication number | Publication date |
---|---|
PL2313308T3 (pl) | 2012-11-30 |
WO2010015008A3 (de) | 2010-11-04 |
EP2313308B1 (de) | 2012-05-23 |
WO2010015008A2 (de) | 2010-02-11 |
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