EP3277570A1 - Isolation de navire frigorifique - Google Patents

Isolation de navire frigorifique

Info

Publication number
EP3277570A1
EP3277570A1 EP16714544.0A EP16714544A EP3277570A1 EP 3277570 A1 EP3277570 A1 EP 3277570A1 EP 16714544 A EP16714544 A EP 16714544A EP 3277570 A1 EP3277570 A1 EP 3277570A1
Authority
EP
European Patent Office
Prior art keywords
ship
cargo
insulation layer
pair
hull
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.)
Withdrawn
Application number
EP16714544.0A
Other languages
German (de)
English (en)
Inventor
Stein Foss
Sverre ØIEN
Per Ivar NIKOLAISEN
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.)
Lnt Marine Pte Ltd
Original Assignee
Lnt Marine Pte Ltd
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 Lnt Marine Pte Ltd filed Critical Lnt Marine Pte Ltd
Publication of EP3277570A1 publication Critical patent/EP3277570A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • 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
    • B63B3/68—Panellings; Linings, e.g. for insulating purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B11/00—Interior subdivision of hulls
    • B63B11/02—Arrangement of bulkheads, e.g. defining cargo spaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B11/00—Interior subdivision of hulls
    • B63B11/04—Constructional features of bunkers, e.g. structural fuel tanks, or ballast tanks, e.g. with elastic walls
    • 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
    • B63B25/26—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for frozen goods

Definitions

  • the present invention is concerned with a particular type of refrigerated ship known in the art as a Reefer.
  • Reefers are most commonly used to transport refrigerated or frozen foods including, but not limited to, meat, fruit, vegetables and the like.
  • 'Reefer' is used herein to refer to such a refrigerated ship.
  • Cargo is held in a number of refrigerated cargo holds within the ship's hull. Insulation is required to maintain the refrigerated conditions whilst minimising power consumption of the refrigeration systems.
  • Insulation of reefer ships is achieved by lining the inside surface of the hull with an insulating material such as a glass wool.
  • the glass wool is applied to the inside of the hull thereby insulating the cargo hold.
  • Cargo is loaded and moved around inside the cargo holds using forklift trucks or the like. It is common for damage to occur to the insulating layers due to collisions with cargo boxes or forklift trucks. It is therefore necessary to continually monitor the integrity of the insulation on reefer ships and to repair the insulation as necessary.
  • Reefer vessels are successfully used to transport millions of tons of cargo around the world in safe and refrigerated conditions.
  • the cost of transporting large quantities of cargo is high, particularly where insulation layers are not functioning effectively increasing the power consumption of the refrigeration equipment.
  • the increase in costs has led to an increase in the size of reefer vessels in an attempt to improve economies of scale.
  • a refrigerated ship comprising an outer water facing hull and an inner cargo wall spaced from said hull and defining a void between the hull and cargo wall, wherein the cargo wall defines the outer surface of a plurality of cargo holds, each one of said plurality of cargo holds comprising a pair of transversal bulkheads and pair of longitudinal bulkheads and wherein the transversal bulkheads further comprise an insulation layer on an inside facing surface of the bulkhead and the longitudinal bulkheads further comprise an insulation layer on a void facing surface of the bulkhead.
  • insulation layers are applied within the reefer in unconventional and counterintuitive ways. Specifically each cargo hold is insulated on inner surfaces on two sides of the hold and on outer surfaces on the remaining two sides.
  • each cargo hold Conventionally only the hull inside surface is insulated. According to the present invention removing insulation from two side walls (bulkheads) of each cargo hold reduces the chance of insulation being damaged. Cargo can be placed immediately adjacent to those walls without fear of damage to an insulation layer. It also increases the floor space of the hold increasing capacity. This is particularly true for large reefers with a plurality of cargo holds at a plurality of deck levels.
  • a ship according to the invention comprises a pair of transversal bulkheads (defining two of the cargo hold walls) which are generally perpendicular to the pair of longitudinal bulkheads (defining the other two of the 4 sided cargo hold).
  • the insulating layer is advantageously applied only to the transversal bulkheads.
  • the entire surface of the transversal bulkheads are provided with an insulating layer on an inside facing surface. Thus insulation can be optimised.
  • transversal walls between holds may not be required. In such an arrangement insulation may only be required on the longitudinal walls.
  • transversal walls may require insulation at the ends of the ship (where a row of holds terminates) or, as stated above, where adjacent holds are held at different temperatures.
  • the insulation layer itself may be any suitable material for the specific application.
  • the insulation layer may advantageously be one or more insulating polyurethane foam layers. Such a material can be easily and safely applied for example in a sprayed foam manner or as slabs (panels) or a combination thereof.
  • the insulation layer may for example a sprayed foam layer and/or insulating slab layer with a minimum thickness defined by the specific operating temperature of the ship. This advantageously optimises the insulation properties of the system whilst minimising material usage and installation time and complexity.
  • the ship may further be arranged such that the transversal bulkheads are further provided with a partition wall generally parallel to the transversal bulkhead and defining a room therebetween arranged to receive cooling apparatus to cool the hold.
  • a partition may be provided on one or both opposing transversal bulkhead walls.
  • each cargo hold is subdivided into two or three rooms or chambers: a central cargo holding chamber and one or two opposing cooler rooms defined by the partition wall(s).
  • the cooling equipment can be protected from forklift equipment whilst simultaneously being located close to the cargo to maximise cooling effect.
  • the room formed by the partition wall and the hold are in gaseous communication with oneanother.
  • gas typically air or nitrogen enriched air: a controlled atmosphere
  • within the hold can circulate around the cargo and through the coolers.
  • the opposing other ends of the cargo hold are void of any insulating material. This maximises space and allows cargo to be moved around inside the hold without damaging an insulation layer and without damaging cooling equipment.
  • the cargo holds within the hull may be on multi-levels (decks) and extend along substantially the entire length of the ship.
  • the void between the outer sea facing hull and cargo wall (the cargo wall defining the outer periphery of the cargo holds) is provided with a plurality of support beams extending between the hull and cargo wall.
  • the support beams may be uniformly spaced along the ship to provide uniform support between the hull and cargo holds.
  • the support beams may be in general align with a deck level for each cargo hold. In effect a load path extends from each deck level horizontally out to the hull.
  • the support beams may be welded at a first end to the cargo wall and at a second opposing end to the hull.
  • the supporting beams may act as thermal bridges between the cargo hold and the hull.
  • an insulation layer may be applied over the support beam and over the weld between the beam and the cargo wall.
  • condensation and/or ice may form.
  • the insulation layer may advantageously extend along and surround the support beam in the direction of the hull i.e. the end of each support beams which is proximate to the cargo hold is provided with an insulation layer.
  • the support beam insulation layer may extend at predetermined distance from the void side cargo wall surface towards the hull surface.
  • the distance is determined by the operating temperature of the particular vessel.
  • the distance may for example be between 750mm to 1000mm or greater. It might also be less and might be adapted along the length of the ship depending on particular temperatures.
  • each support beam to prevent each beam acting as a thermal bridge.
  • the insulation layer within the void may be a polyurethane foam layer within a thickness of at least 75mm. Such a layer may be conveniently sprayed onto the metal surface of the longitudinal bulkhead. The thickness may of course be selected according to the specific temperature requirement of the ship and may be less than or more than 75mm according to those requirements.
  • the layer may be formed as a plurality of individual insulation layers, one applied over the next.
  • the insulation layer may advantageously be provided with a further multi-component polymeric coating to form a water impervious surface.
  • Such a surface may advantageously be sufficiently strong to allow operatives to walk over the surface to facilitate inspection of the insulation layer from within the void.
  • the water impervious coating may overlap with surrounding steel surfaces creating a secure seal to prevent water ingress underneath the insulation layer.
  • a ship comprising a plurality of cargo receiving holds wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls generally parallel with the longitudinal axis of the ship, wherein only the first pair of opposing bulkhead walls are provided with an insulation layer on an inner surface of the cargo receiving hold.
  • a reefer insulation arrangement comprising a plurality of cargo receiving holds wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls generally parallel with the longitudinal axis of the ship, and wherein only the first pair of opposing bulkhead walls are provided with an insulation layer on an inner surface of the cargo receiving hold.
  • a method of insulating a ship comprising a plurality of cargo receiving holds wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls generally parallel with the longitudinal axis of the ship,
  • reefer insulation arrangement wherein the reefer comprises an outer hull and an inner cargo hold wall defining a void therebetween, wherein an insulation layer is applied to a void facing surface of the cargo hold wall.
  • a refrigerated ship comprising an outer water facing hull and an inner cargo wall spaced from said hull and defining a void between the hull and cargo wall, wherein the cargo wall defines the outer surface of a plurality of cargo holds, each one of said plurality of cargo holds comprising a pair of transversal bulkheads and pair of longitudinal bulkheads and wherein the longitudinal bulkheads further comprise an insulation layer on a void facing surface of the bulkhead.
  • transversal bulkheads may further comprise an insulation layer on an inside facing surface of the bulkhead. Still further only the transvers bulkheads at either end of a row of holds may be provided with insulation layers thereon.
  • Figure 1 shows a schematic view of a ship according to the present invention and illustrates the cross-section locations discussed below;
  • Figures 2A and 2B are cross-sections through A - A' in Figure 1 where like reference numerals refer to like integers;
  • Figure 3 is a cross-section through B - B' in Figure 1 ;
  • Figure 4 is a plan view of section C shown in Figure 3;
  • Figure 5 is a cross-section through a cargo hold deck, support beam and void; and Figure 6 is an enlarged view of the longitudinal bulkhead insulation. While the invention is susceptible to various modifications and alternative forms, specific embodiments are shown by way of example in the drawings and are herein described in detail. It should be understood however that the drawings and detailed description attached hereto are not intended to limit the invention to the particular form disclosed but rather the invention is to cover all modifications, equivalents and alternatives falling within the spirit and scope of the claimed invention.
  • FIG 1 is a perspective view of the front section of a reefer 1 according to the invention.
  • the reefer comprises an outer hull 2 that contains the seawater.
  • Cargo access ports 3 are shows as illustrative only. Numerous ways of loading and unloading cargo are provided in reefer design as will be understood in the art.
  • each deck Contained within the hull 2 are a plurality of decks, each deck comprising a plurality of individual cargo holds.
  • Figures 2A and 2B show cross-sections through section A - A' in figure 1 .
  • the hull 2 defines the outer boundary of the ship. Within the hull are a plurality of decks 4a - 4d. Each deck extends along the length of the ship. The decks contain a plurality of cargo holds 5a - 5d. The size of each cargo hold will vary depending on the particular ship.
  • a reefer is a refrigerated vessel and each cargo hold is refrigerated to a predetermined temperature using conventional refrigeration equipment (not shown). Multiple cargo holds may be refrigerated (or cooled) using the same equipment or each cargo hold may comprise its own 'local' cooler.
  • each cargo hold may be filled with an inert gas such as Nitrogen for the voyage.
  • a reefer of the invention there is provided a cargo wall 6 which defines the outside of the cargo holds 5a - 5d.
  • a void or space 7 is provided between the inner surface of the hull 2 and the outer surface of the cargo hold wall 6.
  • This void may be up to 1000mm in width and may vary depending on the ship design. It should be recognised that the spacing of the hold wall from the hull significantly improves the structural strength of the ship.
  • the void may be any width from 600mm to 1200mm depending on the ship design.
  • a twin or double wall arrangement is used, namely the hull 2 itself and a second cargo wall 6 with a void 7 therebetween.
  • a plurality of support beams or bars 8a - 8d are provided.
  • the support beams are welded at one end to the hull and to the cargo wall 6 at the other.
  • the support beams align with each deck 4a - 4d.
  • the ship may be configured such that instead or in addition to the support beams the decks (forming the base of each hold) may extend out to the hull. In such an arrangement it is possible to walk along the deck surface within the void. In such an arrangement the deck within the hold may be insulated in the same way that the support beams are insulated.
  • the surface 6 of the cargo hold is provided with an insulation layer 9.
  • This layer is a sprayed polyurethane foam layer which is applied in a plurality of layers. In one example 2 sub-layers may be used.
  • the spraying process is a simple a convenient way of applying a polyurethane foam.
  • the foam may be applied to a predetermined thickness depending on the particular requirements of the ship. In one example the layer is at least 75mm thick.
  • the outer surface 6 of the cargo hold is insulated.
  • Figure 3 shows a cross-section through section B - B' in figure 1 .
  • the cross-section is a section through one of the deck floors and shows the multiple holds (H1 , H2, H3) on a single deck of the reefer.
  • Each of the cargo holds is defined by four walls.
  • the first is a pair of opposing transversal bulkhead walls: a first forward bulkhead wall 1 1 F and a second aft (rear) bulkhead 1 1 A. These bulkhead walls traverse the ship and connect at each end with the cargo wall 6.
  • the second is a pair of opposing longitudinal bulkhead walls: a first right hand side
  • each of the holds H1 , H2, H3 is also provided with a pair of cooler or refrigeration rooms 10 on opposing sides of the cargo hold (optionally only one cooler room may be used). These rooms 10 are formed by a pair of partition walls 13, 14 which are parallel with the transversal bulkhead walls 1 1 F, 1 1 A. Cooling or refrigeration equipment 15 is housed in each room and is in gaseous communication with the hold H1 so that cooling gas can circulate at the desired predetermined temperature.
  • an insulating layer 16 is applied to the surfaces of the transversal bulkheads 1 1 F, 1 1 A.
  • This is in the form of a polyurethane layer which may be sprayed on to the bulkhead walls or installed as panels (or a combination thereof).
  • a conventional insulation layer may be used which uses wooden supports and glass wool covered with a lining. Thus, only two of the four walls of each cargo hold is insulated on the inside surface.
  • Cargo located within the hold can be placed immediately adjacent to the longitudinal walls 12S, 12P without fear of damaging any insulation. This means reduced maintenance for damaged insulation and increased surface area inside the cargo hold.
  • Figure 3 also shows the outer hull 2 and the void that is defined between the hull 2 and the cargo wall 6.
  • Figure 3 additionally shows the support beams 8. These may be discrete beams as shown in figure 3 or alternatively may be continuous layers extending along the ship and acting as an inspect platform.
  • the support beams 8 connect the cargo hold to the hull as describe above.
  • Figure 4 is an expanded view of section C shown in figure 3.
  • a cross-section through a transverse bulkhead is shown in plan view.
  • the bulkhead is located between two adjacent holds H1 , H2.
  • the bulkhead wall 1 1 A and partition wall 13 define the cooler room 15.
  • An insulating polyurethane layer 16 is provided on the inner surface of the cargo hold H1 as described above.
  • Figure 4 also shows the longitudinal bulkhead wall insulating layer 17 which is applied to the surface of the longitudinal bulkhead facing the void.
  • each cargo hold is insulated on all 4 sides but unconventionally two sides are insulated inside the hold and two surfaces are insulated on the outside of the hold (in the void space defined between hold and hull).
  • Each cargo hold allows cargo to be positioned immediately against the longitudinal bulkhead walls
  • the integrity of the bulkhead insulation can be inspected (and maintained) from within the void
  • the insulation system can be installed at a lower cost.
  • Figure 5 is a expanded view in cross-section of a pair of adjacent supporting beams 8c and 8d which align with cargo hold decks 4c and 4d respectively.
  • Figure 5 shows the void facing insulation layer 17 in more detail. Note that figure 5 is not to scale and is exaggerated to more clearly show the insulation layers of adjacent support beams.
  • Each of the support beams 8c, 8d are provided with their own insulation layers 18.
  • the insulation layer 18 is shown in detail in figure 6 and shows the two components to the support beam insulation.
  • a first insulation region 18a which extends around the joint between the support beam and the cargo hold wall 6 (the longitudinal bulkhead wall) and a second insulation region 18b that extends along the support beam (specifically surrounding the support beam).
  • the insulation layer 18 is also a polyurethane foam which may be conveniently applied around and along the beam.
  • the layer extends along the support beam by a predetermined distance x. In this example it at least 1000mm from the void side cargo wall surface. It will be recognised that the distance will depend on the particular ship design and temperature requirements.
  • the insulation layer 18 prevents each support beam acting as a thermal bridge between the cargo hold and the hull which is itself in contact with seawater.
  • the area of the longitudinal bulkhead surface which extends vertically between adjacent decks and horizontally between adjacent holds (along the length of the ship) is also insulated with a polyurethane layer 17.
  • the longitudinal bulkhead surface facing the void is insulated.
  • This insulation can be easily applied as a polyurethane foam layer across this surface and may for example be applied in one or more coatings to optimise the thermal insulation properties and also mechanical properties.
  • the insulation may also be provided with a polymeric water impervious layer or vapour layer (or other properties) to prevent water and/or vapour ingress.
  • This unconventional insulation pattern provides the insulation to the 2 remaining walls of each cargo hold discussed above. It additionally not only entirely insulates the longitudinal bulkhead walls but furthermore addresses the heat bridge effect caused by the support beams extending between the hull and bulkhead.

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)
  • Building Environments (AREA)
  • Laminated Bodies (AREA)
  • Refrigerator Housings (AREA)
  • Freezing, Cooling And Drying Of Foods (AREA)

Abstract

L'invention concerne un agencement d'isolation de navire frigorifique (1), le navire frigorifique comprenant une pluralité de compartiments de réception de marchandises (5a-5d, H1-H3), chaque compartiment de réception de marchandises étant défini par une première paire de parois de cloison opposées (11A, 11F) généralement perpendiculaires à l'axe longitudinal du navire et une seconde paire de parois de cloison opposées (12S, 12P) généralement parallèles à l'axe longitudinal du navire.
EP16714544.0A 2015-03-31 2016-03-24 Isolation de navire frigorifique Withdrawn EP3277570A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1505540.3A GB2536920B (en) 2015-03-31 2015-03-31 Refrigerated ship with cargo hold insulation
PCT/IB2016/051691 WO2016157047A1 (fr) 2015-03-31 2016-03-24 Isolation de navire frigorifique

Publications (1)

Publication Number Publication Date
EP3277570A1 true EP3277570A1 (fr) 2018-02-07

Family

ID=53178433

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16714544.0A Withdrawn EP3277570A1 (fr) 2015-03-31 2016-03-24 Isolation de navire frigorifique

Country Status (6)

Country Link
EP (1) EP3277570A1 (fr)
JP (1) JP2018512330A (fr)
KR (1) KR20170134560A (fr)
CN (1) CN107820475A (fr)
GB (1) GB2536920B (fr)
WO (1) WO2016157047A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109398621B (zh) * 2018-09-10 2021-08-20 舟山万达船舶设计有限公司 一种冷藏运输船

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2896416A (en) * 1957-08-05 1959-07-28 Constock Int Methane Ltd Means for the transportation and storage of cold boiling liquefied hydrocarbon gas
US3319431A (en) * 1966-05-25 1967-05-16 Exxon Research Engineering Co Double walled cryogenic tank
JPS5041675Y1 (fr) * 1969-03-18 1975-11-26
GB1407602A (en) * 1972-01-31 1975-09-24 Conch Int Methane Ltd Vessels for the transportation of liquefied gases
US3941272A (en) * 1974-03-27 1976-03-02 Kaiser Aluminum & Chemical Corporation Cryogenic transport
DE2832106A1 (de) * 1978-07-21 1980-01-31 Kaefer Isoliertechnik Schiff mit isolierten stauraeumen
DE3126789A1 (de) * 1981-07-07 1983-01-27 G + H Montage Gmbh, 6700 Ludwigshafen "kuehlschiff"
JPH05116673A (ja) * 1991-10-30 1993-05-14 Shinkurushima Dock:Kk 冷凍船の貨物艙防熱材施工法
JP3714576B2 (ja) * 1997-06-13 2005-11-09 株式会社前川製作所 船艙内断熱材吹き付け式断熱工法
DE29919825U1 (de) * 1999-11-12 2000-01-27 Lethe Metallbau Gmbh Bauelement zur Erstellung von Wänden, insbesondere von Innenwänden, und/oder Decken, insbesondere auf Schiffen
US20080146137A1 (en) * 2006-12-18 2008-06-19 Mark Anthony Mosunic Multi Purpose Refrigerated Box Hold and Container Cargo Carrier with One or More Cargo Holds
CN102159451B (zh) * 2008-08-21 2014-08-06 大宇造船海洋株式会社 液化气储罐和包含液化气储罐的海运结构

Also Published As

Publication number Publication date
GB2536920B (en) 2018-08-15
KR20170134560A (ko) 2017-12-06
WO2016157047A1 (fr) 2016-10-06
JP2018512330A (ja) 2018-05-17
CN107820475A (zh) 2018-03-20
GB201505540D0 (en) 2015-05-13
GB2536920A (en) 2016-10-05

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