EP3013677B1 - Laschbrücke für ein frachtschiff - Google Patents

Laschbrücke für ein frachtschiff Download PDF

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Publication number
EP3013677B1
EP3013677B1 EP13887759.2A EP13887759A EP3013677B1 EP 3013677 B1 EP3013677 B1 EP 3013677B1 EP 13887759 A EP13887759 A EP 13887759A EP 3013677 B1 EP3013677 B1 EP 3013677B1
Authority
EP
European Patent Office
Prior art keywords
lashing
bars
lashing bridge
tension
bridge
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.)
Not-in-force
Application number
EP13887759.2A
Other languages
English (en)
French (fr)
Other versions
EP3013677A1 (de
EP3013677A4 (de
Inventor
Juha Mikkola
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.)
MacGregor Fin Oy
Original Assignee
MacGregor Fin Oy
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 MacGregor Fin Oy filed Critical MacGregor Fin Oy
Publication of EP3013677A1 publication Critical patent/EP3013677A1/de
Publication of EP3013677A4 publication Critical patent/EP3013677A4/de
Application granted granted Critical
Publication of EP3013677B1 publication Critical patent/EP3013677B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B63B25/24—Means for preventing unwanted cargo movement, e.g. dunnage
    • 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
    • B63B25/28—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for deck loads
    • 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
    • B63B25/28—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for deck loads
    • B63B2025/285—Means for securing deck containers against unwanted movements

Definitions

  • the object of the present invention is a lashing bridge of a cargo ship, to which lashing bridge containers are supported during transport, and which lashing bridge is installed on the deck of the cargo ship in the transverse direction of the cargo ship, and which lashing bridge comprises fixing points to which lashing bars are fixed, which lashing bars are fixed at one of their ends to the containers, and at least one tension bar is fixed to the lashing bridge, which tension bar conveys essentially only the upward forces exerted on the lashing bridge by the lashing bars to a hull of the cargo ship.
  • the object of the present invention is a support framework (a so-called lashing bridge) to be installed on the deck of a cargo ship intended for transporting containers.
  • Lashing bars to be used for supporting the containers are fixed to the structure in question.
  • containers On a cargo ship containers are generally transported below deck and on deck in a number of rows and lines and also in a number of layers one on top of the other. Below deck are guide rails, on which the containers are supported when at sea. On deck are detachable hatch covers, with which the hold below is closed. The containers above deck are transported on top of the hatch covers.
  • the support structures on deck, e.g. lashing bridges, for the containers must be installed at such a distance from each other that the hatch cover can, in connection with unloading and loading the cargo of the ship, be removed and lowered back with a crane.
  • each lashing bar is fixed at one of its ends to one corner of a container and at the other end to a turnbuckle, which in turn is fixed at its other end to a lashing bridge.
  • the fixing is tightened by rotating the turnbuckle.
  • Lashing bridges known in the art are of the type that their structure functions as a single entity in such a way that the aforementioned forces in varying directions - more particularly the force longitudinal to and the force vertical to the ship - are conveyed to the hull of the ship via the same structural elements.
  • KR 20120008314 U discloses a lashing bridge suitable for a cargo ship for supporting containers during transport, which lashing bridge is installed on the deck of the cargo ship in the transverse direction of the cargo ship, and which lashing bridge comprises fixing points suitable for fixing lashing bars to it, which lashing bars are fixed at one of their ends to the containers, wherein at least one tension bar is fixed to the lashing bridge for conveying essentially only the upward forces exerted on the lashing bridge by the lashing bars to the hull of the cargo ship.
  • the purpose of the invention is to achieve a lashing bridge, to which the problems appearing in prior art are not attached.
  • the lashing bridge according to the invention is characterized in that the tension bars are arranged to extend from their bottom ends from the hull of the cargo ship upwards to near the fixing points of the lashing bars.
  • One preferred embodiment of a lashing bridge according to the invention is characterized in that that the tension bars are arranged to extend from their bottom ends from transverse coamings between cargo holds upwards to near the fixing points of the lashing bars.
  • Another preferred embodiment of a lashing bridge according to the invention is characterized in that the tension bars are installed in an essentially vertical direction.
  • Yet another preferred embodiment of the lashing bridge according to the invention is characterized in that the top ends of the tension bars are disposed in line with the fixing points that are situated on the lashing bridge for the lashing bars of the containers.
  • a lashing bridge can be made to be more lightweight than earlier. At the same time it is possible to reduce the tendency of a lashing bridge to vibrate. The structure is also cheaper to manufacture than before.
  • Figs. 1-3 thus present prior art. These figures, which are not described in any more detail in this context, are presented so that the difference between prior art and the invention would be easier to understand.
  • Figs. 1 and 2 illustrate the lashing bars (in this case 2 units) between the lashing bridge and the container stack. The lack of verticality of the lashing bars seen in Fig. 2 produces a force in the longitudinal direction of the ship on the lashing bridge.
  • a lashing bridge 1 of a cargo ship is typically disposed in the transverse direction of the ship, and the containers/container stacks 2 are disposed between them in such a way that the lashing bars 3 of the containers can be fixed between the containers 2 and the lashing bridge 1.
  • Lashing bridges 1 are of different heights, typically they extend from the level of the weather deck of the ship to a height of two, three or four containers.
  • lashing bar 3 refers in this context to the combination of a lashing bar and a turnbuckle. As described earlier, each lashing bar is fixed at one of its ends to one corner of a container and at its other end to a turnbuckle, which in turn is fixed at its other end to a lashing bridge. The fixing is tightened by rotating the turnbuckle.
  • the top part of the lashing bridge 1 comprises a walkway 4, on top of which a person works when the lashing bars of the containers are detached and attached. Fixing points 5 for the lashing bars 3 of the containers 2 are therefore also disposed on the top part of the lashing bridge.
  • the container stack exerts large forces in the lashing bars 3 fixed to the containers 2 and onwards to the lashing bridge 1.
  • the forces acting on the lashing bridge in the longitudinal direction of the ship from the lashing bars 3 of the containers 2 are transmitted to the hull of the ship first via the walkway 4 and then via the butt ends 6 of the lashing bridge or via the guide pillars 7 of the loading hatch or via corresponding structures.
  • the forces in the transverse direction of the ship, for their part, are transmitted to the hull of the ship first via the walkway 4 and then via the diagonal support beams 8 or via plate structures (not presented in the figure) that are in a vertical direction.
  • the vertical upward forces acting on the lashing bridge 1 from the lashing bars 3 of the containers are transmitted to the hull of the ship with the tension bars 9 according to the invention, of which there are one or more units.
  • the tension bars 9 do not essentially transmit horizontal forces or downward forces.
  • the butt ends 6 and guide pillars 7 also support the walkway 4 and the other upper structures of the lashing bridge 1.
  • the vertical, typically upward, forces exerted by the lashing bars 3 of the containers 2 are therefore conveyed to the hull of the ship (more precisely: to the transverse coamings between cargo holds, which are a part of the hull structure of the ship) with the tension bars 9 or with corresponding structural elements, which do not significantly support the structure of the lashing bridge 1 in the transverse direction or in the longitudinal direction or in the vertical downward direction.
  • the top ends of the tension bars 9 are preferably disposed in line with the fixing points 5 that are situated on the lashing bridge 1 for the lashing bars 3 of the containers 2.
  • the top ends of the tension bars 9 can also be disposed at a distance from the fixing points 5 that are situated on the lashing bridge for the lashing bars 3 of the containers 2, in which case the top structures of the lashing bridge 1 are able to transmit forces from the fixing points 5 in question to the tension bars 9.
  • the tension bars 9 can also be inclined e.g. in the transverse direction of the ship, in which case also transverse forces, but not forces longitudinal to the ship, are transmitted via them.
  • Each tension bar 9 can be arranged to extend from their bottom ends from the hull of the cargo ship, more particularly from the transverse coamings between the cargo holds, upwards to near the fixing points 5 disposed on the lashing bridge 1 for the lashing bars 3.
  • a tension bar 9 can function higher up, supported at its bottom end by the structures of the lashing bridge 1 (being disposed e.g. between two horizontal levels of lashing bridge that are one above the other).
  • the fixings of a tension bar 9 can take place by welding or with some other method suited to the purpose.
  • the shape of the cross-section of a tension bar 9 can vary at different points of the tension bar 9, and also cross-sectional shapes that are complex in their geometry are possible.
  • a tension bar 9 can also be a cable, rope or corresponding, instead of a rigid profile. Further, a tension bar 9 can be of solid material or tube profile, and in its cross-sectional shape a tension bar can be round, rectangular or corresponding. Typically the dimensions of a tension bar are less than 100x100x8 mm or a corresponding amount of steel as a cross-section.

Claims (8)

  1. Laschbrücke (1) eines Frachtschiffes, wobei auf der Laschbrücke (1) Container (2) während des Transports getragen werden, und die Laschbrücke (1) auf dem Deck des Frachtschiffes in Querrichtung des Frachtschiffes angeordnet ist, und die Laschbrücke (1) Befestigungspunkte (5) umfasst, an denen Zurrstangen (3) befestigt sind, wobei die Zurrstangen (3) an einem ihrer Enden mit den Containern (2) verbunden sind, und zumindest ein Zugstab (9) an der Laschbrücke (1) befestigt ist, wobei der Zugstab (9) lediglich die auf die Laschbrücke (1) durch die Zurrstangen (3) ausgeübten aufwärts gerichteten Kräfte auf den Rumpf des Frachtschiffes überträgt, dadurch gekennzeichnet, dass die Zugstäbe (9) so angeordnet sind, dass sie sich von ihren unteren Enden von dem Rumpf des Frachtschiffs nach oben bis in die Nähe der Befestigungspunkte (5) der Zurrstangen (3) erstrecken.
  2. Laschbrücke nach Anspruch 1, dadurch gekennzeichnet, dass die Zugstäbe (9) so angeordnet sind, dass sie sich von ihren unteren Enden von querverlaufenden Süllrändern zwischen den Laderäumen nach oben bis in die Nähe der Befestigungspunkte (5) der Zurrstangen (3) erstrecken.
  3. Laschbrücke nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Zugstäbe (9) in einer im Wesentlichen vertikalen Richtung angeordnet sind.
  4. Laschbrücke nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die oberen Enden der Zugstäbe (9) in einer Linie mit den Befestigungspunkten angeordnet sind, die an der Laschbrücke für die Zurrstangen der Container (2) angebracht sind.
  5. Laschbrücke nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die oberen Enden der Zugstäbe (9) beabstandet von den Befestigungspunkten (5) angeordnet sind, die auf der Laschbrücke für die Zurrstangen der Container angebracht sind, wobei die oberen Strukturen der Laschbrücke (1) Kräfte von den jeweiligen Befestigungspunkten (5) auf die Zugstäbe (9) übertragen.
  6. Laschbrücke nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Zugstäbe (9) an ihren unteren Enden an Strukturen der Laschbrücke (1) über dem Rumpf des Frachtschiffes und an ihren oberen Enden in der Nähe der Befestigungspunkte (5) an der Laschbrücke (1) für die Zurrstangen (3) befestigt sind.
  7. Laschbrücke nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass der Zugstab (9) aus Vollmaterial besteht oder ein Rohrprofil aufweist.
  8. Laschbrücke nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass der Querschnitt des Zugstabs (9) rund oder rechteckig ist.
EP13887759.2A 2013-06-27 2013-07-03 Laschbrücke für ein frachtschiff Not-in-force EP3013677B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20135708A FI124623B (fi) 2013-06-27 2013-06-27 Rahtilaivan surraussilta
PCT/FI2013/050731 WO2014207293A1 (en) 2013-06-27 2013-07-03 Lashing bridge for a cargo ship

Publications (3)

Publication Number Publication Date
EP3013677A1 EP3013677A1 (de) 2016-05-04
EP3013677A4 EP3013677A4 (de) 2017-01-25
EP3013677B1 true EP3013677B1 (de) 2018-08-22

Family

ID=51868625

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13887759.2A Not-in-force EP3013677B1 (de) 2013-06-27 2013-07-03 Laschbrücke für ein frachtschiff

Country Status (9)

Country Link
EP (1) EP3013677B1 (de)
JP (1) JP6176580B2 (de)
KR (1) KR102169409B1 (de)
CN (1) CN105658516B (de)
DK (1) DK3013677T3 (de)
FI (1) FI124623B (de)
SG (1) SG11201509918PA (de)
TW (1) TWI588065B (de)
WO (1) WO2014207293A1 (de)

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CN106563867B (zh) * 2016-08-29 2018-11-20 上海外高桥造船有限公司 一种绑扎桥立式总组工艺
CN106240757B (zh) * 2016-08-29 2019-02-19 南通中远海运川崎船舶工程有限公司 一种集装箱船增加装载列数的方法
FI127731B (fi) * 2016-09-07 2019-01-15 Macgregor Finland Oy Menetelmä ja laitteisto lämpötilan ja ilmavirtauksen säätämiseksi konttilaivan kannella
CN107499463A (zh) * 2017-08-31 2017-12-22 上海振华重工(集团)股份有限公司 一种最终接头海运绑扎构件及绑扎方法
CN107757823B (zh) * 2017-10-17 2019-04-12 中国船舶重工集团公司第七一三研究所 一种船用设备侧向支撑结构
FI128076B (fi) * 2017-10-25 2019-09-13 Macgregor Finland Oy Kytkentäelin laivassa kuljetettavien konttien kulmakappaleiden lukitsemiseksi toisiinsa
CN108622320A (zh) * 2018-04-20 2018-10-09 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） 船用木材防护可倒立柱底座
CN108725702B (zh) * 2018-08-06 2023-11-24 扬州中远海运重工有限公司 一种集装箱船绑扎桥止振结构
CN109263789B (zh) * 2018-09-14 2020-06-02 上海交通大学 一种基于功能梯度薄壁管的绑扎桥
DE202018105479U1 (de) * 2018-09-24 2018-11-08 Sec Ship's Equipment Centre Bremen Gmbh & Co. Kg Vorrichtung zum Verzurren von Containern an Bord von Schiffen
CN111661242B (zh) * 2020-06-02 2020-12-15 温州派瑞机械科技有限公司 一种散货货运船舶用层高可调式移动货架

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Also Published As

Publication number Publication date
JP6176580B2 (ja) 2017-08-09
EP3013677A1 (de) 2016-05-04
TWI588065B (zh) 2017-06-21
FI20135708A (fi) 2014-11-14
CN105658516B (zh) 2018-06-19
KR20150001555A (ko) 2015-01-06
JP2016527126A (ja) 2016-09-08
CN105658516A (zh) 2016-06-08
TW201507926A (zh) 2015-03-01
EP3013677A4 (de) 2017-01-25
FI124623B (fi) 2014-11-14
SG11201509918PA (en) 2016-01-28
WO2014207293A1 (en) 2014-12-31
KR102169409B1 (ko) 2020-10-26
DK3013677T3 (en) 2018-12-10

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