EP2313308B1 - Bateau fluvial pour le transport de conteneurs - Google Patents

Bateau fluvial pour le transport de conteneurs Download PDF

Info

Publication number
EP2313308B1
EP2313308B1 EP09775578A EP09775578A EP2313308B1 EP 2313308 B1 EP2313308 B1 EP 2313308B1 EP 09775578 A EP09775578 A EP 09775578A EP 09775578 A EP09775578 A EP 09775578A EP 2313308 B1 EP2313308 B1 EP 2313308B1
Authority
EP
European Patent Office
Prior art keywords
longitudinal
reinforced
inland navigation
box girder
navigation vessel
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.)
Active
Application number
EP09775578A
Other languages
German (de)
English (en)
Other versions
EP2313308A2 (fr
Inventor
Herbert Klein
Richard Anzböck
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to PL09775578T priority Critical patent/PL2313308T3/pl
Publication of EP2313308A2 publication Critical patent/EP2313308A2/fr
Application granted granted Critical
Publication of EP2313308B1 publication Critical patent/EP2313308B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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 core is the developed Main, the Main-Danube Canal (MDK) and the largely developed Danube, if one disregards the not yet developed Danube route from Vilshofen to Straubing; after all, a waterway of more than 3,000 km in length, which connects 15 states of Europe.
  • MDK Main-Danube Canal
  • 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 at 1.15 to 1.30 liters per tonne kilometer, it consumes 130 to 164% more fuel than the ship.
  • 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 concerns 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 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 3-seater freighters going to the sea at the turn of the 19th and 20th centuries, which meant smaller superstructures at the 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 kerry tree on both sides of the ship, each with at least 15 cm, shall be deducted from the maximum ship width in order to obtain the usable inner width of the ship for the cargo. 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.
  • High Cube height 9 ft., 2,7343 m or 9 1/2 ft., 2,896 m
  • 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.
  • an inland vessel on the waterway MDK 3 TEU can transport one above the other, 13 in a row and in 2 layers one above the other. This 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%).
  • 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 t (84%), a total of 2,496 t (100%).
  • the upper fuselage as well as the mid-length Corsier box can be designed as load-bearing box girders.
  • 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.
  • 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 arranged for at least four persons at the bow of the new ship, preferably in that part which is above the entrance. As a result, no container storage room is needed for this purpose.
  • the bridge can be designed in such a way that a lifting device can lift it above the level of up to 4 containers á 2.5 m in the cargo hold, whereby the possible heights on the Rhine can be realized.
  • the fuselage of the vehicle can be seen as the claim 9 - especially in terms of high strength and low weight - advantageously produced in longitudinal spar construction, which are arranged 2438 mm or integer parts thereof away from each other anyway.
  • 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 are used, for example, sheets of 480 x 12 cm, which are fully welded to the outer and inner bottom sheets.
  • the new ship is equipped with a double bottom, this has conveniently a height of 350 mm and can, according to claim 15, closed hollow and gas-tight.
  • 10 mm thick sheets which have spacings of, for example, 625 mm between them, have proven to be suitable as bottom side members, so that the lateral supports of the containers each rest over a bottom longitudinal member.
  • the inner bottom of the new ship 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
  • the bulkhead distances are 24,40m
  • non-powered vehicle eliminates the attachment of a push shoulder on the bow, instead, it is convenient to install such a tail. 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.
  • This central longitudinal hollow girder 3 is closed at the top by the upper central longitudinal hollow box 30 formed here with reinforced metal sheets 31, which protrudes on both sides beyond the width of the rising part of the longitudinal beam of a double T corresponding central longitudinal hollow girder 3 the board vs. the frames 11, 12.
  • the middle longitudinal hollow beam 3 has a lower transverse bar of the 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 ship bottom areas 42 passes.
  • the bottom longitudinal hollow box 40 and the same upstanding part of the central longitudinal hollow beam 3 are flooded, which is particularly od for a lowering of the ship 1 and its container loading 9, 90 when driving under bridges. The like.
  • the 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, each protruding toward the cargo space 20, the longitudinal stiffness of the hull 2 ensuring, preferably reinforced sheets 31 having, for example Complete 30 cm wide side-board hollow boxes 50.
  • 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 with an upper side, both sides projecting reinforcing strip 111 are executed.
  • FIG. 1 shows the Fig. 1 as by the laying of the wall duct 8 in the longitudinal center of the inland container ship 1 with a corresponding slenderness of the side walls 5 on both sides of the central longitudinal support 3 each a common cargo space for a total of four longitudinal rows 90 arranged longitudinally behind one another, and stacked three stacked containers 9 is available.
  • Fig. 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 berth 8 longitudinally between the two, so a total of four, rows 90 of containers 9 from the front and from the back.

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

Bateau fluvial destiné notamment au transport de conteneurs sur des canaux et rivières pourvus d'écluses de largeur déterminée, caractérisé en ce que la coque (2) du bateau destinée à la réception de rangées de conteneurs (90) en long côte à côte est renforcée sur sa longueur au moyen d'un support creux longitudinal médian (3) qui traverse la coque dans son axe longitudinal, présente une section transversale correspondant sensiblement à un double T et est renforcé par des membrures (11,12) sur ses faces extérieures. Ce support comporte un caisson longitudinal médian (30) supérieur, disposé en haut du montant médian en T et doté de tôles (31) renforcées, et un caisson longitudinal inférieur (40) comportant sur sa face inférieure des tôles (31) renforcées et correspondant, au sol, à la barre transversale du T, les zones (42) du fond de cale du bateau (4) se trouvant dans le prolongement des deux côtés du caisson longitudinal inférieur. La coque du bateau comporte en outre des caissons de bord latéral (50) qui sont pourvus de tôles (31) renforcées, ferment les parois (5) du bord latéral vers le haut, et s'étendent sur la longueur de la coque en direction de la cale (20).

Claims (10)

  1. Bateau de navigation intérieure, particulièrement pour transporter des conteneurs en mer et aux eaux intérieures avec des largeurs de canal fixes et des écluses, la coque dudit bateau, prévue pour contenir la cargaison, ayant une coupe transversale qui est sensiblement rectangulaire et étant formée par une plaque de fond plate, renforcée par des couples longitudinaux et transversaux, par des parois latérales, qui sont aussi renforcées par des couples longitudinaux et transversaux et s'étendent verticalement aux deux côtés de ladite plaque de fond, la transition de ladite plaque de fond et lesdites parois latérales ayant la forme d'un quart de cercle d'un petit rayon, une seule double muraille longitudinale étant prévue au centre, au lieu de deux doubles murailles latérales aux deux côtés, pour augmenter la capacité de cargaison en maintenant la même largeur extérieure de la coque et, au même temps, en augmentant la largeur intérieur de la cale, caractérisé
    - en ce que la coque (2) dudit bateau (1), prévue pour contenir quatre ou six rangées longitudinales (90) parallèles de conteneurs (9) à côté l'une de l'autre, est renforcée dans une direction longitudinale
    - par une poutre-caisson centrale longitudinale (3) s'étendant au centre dans une direction longitudinale le long de la longueur entière (Ir) de la coque et ayant une coupe transversale correspondante sensiblement à un double T ou une poutre en I, ladite poutre-caisson (3) étant renforcée par des couples longitudinaux et transversaux (11, 12) s'étendant à l'extérieur vers les cales (20) du bateau (1) aux deux côtés de ladite poutre de caisson (3),
    - par une poutre-caisson longitudinale centrale supérieure (30) au bout supérieur de la barre centrale du double-T renversé, qui augmente la stabilité mécanique et est formé par des tôles (31) renforcées, et par une poutre-caisson de fond longitudinale inférieure (40) s'étendant aux deux côtés de la poutre-caisson centrale longitudinale (3), ayant une coupe transversale rectangulaire correspondant à la barre transversale inférieure du double-T et, au moins la surface inférieure, étant formée par des tôles renforcées (31), les secteurs (42) du fond du bateau attenant aux deux côtés de ladite poutre-caisson (40), la tôle renforcée (31) à la surface inférieure de la poutre-caisson de fond longitudinale (40) et les secteurs (42) du fond du bateau formant le fond (4) du bateau, et, d'ailleurs,
    - par des poutres-caissons latérales (50) terminant les parois latérales (5) aux deux côtés, étant aussi formées par des tôles renforcées (31), ayant une largeur maximale correspondant à la partie en saillie (vs) des couples longitudinaux et transversaux, (11, 12) s'étendant vers la cale (20), qui est partagée centralement au sens longitudinal, et s'étendant aussi le long de la longueur (Ir) de la coque (2).
  2. Bateau de navigation intérieure selon la revendication 1 caractérisé en ce que la coque (2) dudit bateau est aussi renforcée dans la direction longitudinale par des poutres-caissons des arêtes de fond (45), s'étendant le long de la longueur de la coque (Ir), attenant latéralement aux deux côtés des sections (42) du fond du bateau, ayant une coupe transversale en forme d'un quart de cercle et formant la transition du fond (4) du bateau au bordage latéral (5).
  3. Bateau selon la revendication 1 ou 2, caractérisé en ce que des poutres-caissons (41) de fond latérales sont attenant à la poutre-caisson de fond longitudinale (40), augmentent la largeur de ladite poutre-caisson (40) et s'étendent le long de celle-ci.
  4. Bateau selon l'une des revendications 1 à 3, caractérisé en ce que la poutre-caisson de fond longitudinale (40), dont au moins la surface inférieure est renforcée, et la poutre-caisson centrale longitudinale (3), qui s'étend verticalement de celle-ci, sont envahissable.
  5. Bateau selon l'une des revendications 1 à 4, caractérisé en ce que la poutre-caisson longitudinale centrale supérieure (30), terminant le bout supérieur de la poutre-caisson centrale longitudinale (3), est formée pour saillir latéralement aux deux côtés des parois latérales de la poutre-caisson longitudinale (3) à travers une distance maximale correspondant à la partie en saillie (vs) des couples longitudinaux et transversaux (11, 12).
  6. Bateau selon l'une des revendications 1 à 5, caractérisé en ce que les couples longitudinaux (11) du fond (45) du bateau, écartés l'un de l'autre d'une distance correspondant à la largeur d'un conteneur (9) à être contenu dans la cale, sont renforcés, de préférence ayant une nervure de support (111) renforcée.
  7. Bateau selon l'une des revendications 1 à 6, caractérisé en ce que les couples transversaux du fond du bateau, écartés l'un de l'autre d'une distance correspondant à la longueur entière ou à la moitié de la longueur d'un conteneur (9) à être contenu dans la cale, sont renforcés, de préférence ayant une nervure de support renforcée.
  8. Bateau selon l'une des revendications 1 à 7, caractérisé en ce que toutes les lignes d'infrastructure et de courant, toutes les lignes hydrauliques, pneumatiques, toutes les lignes de transmission de données et toutes les lignes pilotes du bateau (1) sont installés dans la muraille double (8) longitudinale au centre de la coque (2), de préférence disposée sur la poutre-caisson centrale longitudinale (3) ou la poutre-caisson longitudinale centrale supérieure (30), ou dans ladite poutre-caisson longitudinale centrale supérieure (30) supportant ladite muraille double (8).
  9. Bateau selon l'une des revendications 1 à 8, caractérisé en ce que la coque (2) est construite en mode longitudinale.
  10. Bateau selon l'une des revendications 1 à 9, caractérisé en ce que les deux sections (42) du fond (41) du bateau ou des parties desdites sections sont construites à doubles parois et sont creuses et, éventuellement, étanches aux fluides et aux gaz.
EP09775578A 2008-07-31 2009-07-29 Bateau fluvial pour le transport de conteneurs Active EP2313308B1 (fr)

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 (fr) 2008-07-31 2009-07-29 Bateau fluvial pour le transport de conteneurs

Publications (2)

Publication Number Publication Date
EP2313308A2 EP2313308A2 (fr) 2011-04-27
EP2313308B1 true EP2313308B1 (fr) 2012-05-23

Family

ID=41165675

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09775578A Active EP2313308B1 (fr) 2008-07-31 2009-07-29 Bateau fluvial pour le transport de conteneurs

Country Status (3)

Country Link
EP (1) EP2313308B1 (fr)
PL (1) PL2313308T3 (fr)
WO (1) WO2010015008A2 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
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

Also Published As

Publication number Publication date
EP2313308A2 (fr) 2011-04-27
PL2313308T3 (pl) 2012-11-30
WO2010015008A3 (fr) 2010-11-04
WO2010015008A2 (fr) 2010-02-11

Similar Documents

Publication Publication Date Title
DE2623797A1 (de) Frachtumschlagsystem fuer schiffs-containerfracht, container-frachtschiff und transportfahrzeug fuer containerfracht
WO2008101512A1 (fr) Station de transbordement de conteneurs comme élément d'un système logistique
DE1288938B (de) Schiffsrumpf, insbesondere fuer ein Frachtschiff
DE2133356A1 (de) Schiffsanlegeplatz in Form einer stabilen Schwimmplattform
DE3117939A1 (de) Schiff zur aufnahme von schleppkaehnen
DE102011002432B4 (de) Binnenschiff für den Transport von Containern und/oder von Wechselbehältern
DE102006042904A1 (de) Offshore-Container-Umladestation als Teil eines Logistiksystems
DE2616885B2 (de) Schiffsrumpf
AT504464B1 (de) Verfahren zum umbau eines einhüllentankschiffes in ein doppelhüllentankschiff
DE2703381A1 (de) Schiffsrumpf fuer lastschiffe
DE2303381C2 (de) Schiff
EP2313308B1 (fr) Bateau fluvial pour le transport de conteneurs
DE2248381A1 (de) See-transportsystem
DE102009051986B4 (de) Vorrichtung zum Umsetzen von Schwerlast von einem Wasserfahrzeug an Land oder umgekehrt
WO2013164039A1 (fr) Ponton pour le transport de charges de grande dimension et lourdes
DE3119116A1 (de) "frachtschiff"
EP1162136B1 (fr) Ponton flottant
EP0384237B1 (fr) Coque de bateau, notamment pour navire porte-conteneurs
DE730608C (de) Wasserfahrzeug zum Befoerdern von Massengut, insbesondere Fluessigkeiten
DE19616864C2 (de) Hochseetüchtige Fähre für Passagiere und Fahrzeuge mit dazu passendem Schiffsanleger
DE3119765A1 (de) Frachtschiff aus mehreren laengsseitig aneinanderliegend gekuppelten schwimmkoerpern
DE102010060797B4 (de) Fähranleger, insbesondere für Ro-Ro-Schiffe
DE102020106794A1 (de) Schiff
DE102007027805A1 (de) Bargen-Transportschiff
DE2512379C3 (de) Containerschiff

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20110225

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

AX Request for extension of the european patent

Extension state: AL BA RS

DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 558953

Country of ref document: AT

Kind code of ref document: T

Effective date: 20120615

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502009003622

Country of ref document: DE

Effective date: 20120726

REG Reference to a national code

Ref country code: RO

Ref legal event code: EPE

REG Reference to a national code

Ref country code: NL

Ref legal event code: T3

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

Effective date: 20120523

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120923

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120823

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120824

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120924

REG Reference to a national code

Ref country code: PL

Ref legal event code: T3

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120731

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20130329

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120731

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120903

26N No opposition filed

Effective date: 20130226

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502009003622

Country of ref document: DE

Effective date: 20130226

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120729

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120823

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20130729

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20130731

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20130729

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20130731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120523

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120729

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090729

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20160705

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20171025

Year of fee payment: 9

REG Reference to a national code

Ref country code: NL

Ref legal event code: MM

Effective date: 20170801

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170801

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170729

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 20190108

Year of fee payment: 10

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 558953

Country of ref document: AT

Kind code of ref document: T

Effective date: 20180729

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20180731

Year of fee payment: 10

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20180731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180729

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20190801

REG Reference to a national code

Ref country code: NL

Ref legal event code: MM

Effective date: 20190801

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: RO

Payment date: 20200724

Year of fee payment: 12

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210729

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20230801

Year of fee payment: 15