FI124623B - Lashing dock for a freighter - Google Patents

Description

CARGO SHIP BRIDGE

The present invention relates to a cargo ship tumbler bridge for supporting containers during transportation, which is mounted on a cargo ship deck transverse to the cargo ship, and wherein the tumbler bridge has anchorage points for securing support bars to one end of the support bars.

The present invention relates to a support frame (so-called bridging bridge) mounted on the deck of a cargo ship intended for the transport of containers. Ko. the struts used to support the containers are attached to the structure.

15 In a cargo ship, containers are usually carried under deck and over deck in several rows and queues and over several layers. Underneath the deck are guides to support the containers on the sea. The deck has removable cargo hatches to close the hold below. 20 containers above the deck are carried over the hatch covers. Deck support structures for containers, such as mooring bridges, shall be installed at a distance such that the cargo hatch can be removed and lowered by crane when unloading and reloading the ship.

After the containers have been loaded onto the ship, at least a portion of the containers on top of the deck shall be secured at their ends by struts and strut screws. Each support bar is secured at one end to one corner of the container and at one end to a bolt which is in turn secured at one end to the lashing bridge. Tighten the mounting by turning the wheel screw.

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£ As the ship tilts at sea, the bridging bridges are subjected to longitudinal, transverse and vertical forces due to the counter rods.

The known bridging bridges are such that their structure functions as a whole so that the above-mentioned different forces - in particular the longitudinal force and the vertical force of the ship - are transmitted to the hull of the ship through the same structural members.

Known bridging bridge arrangements are disclosed, for example, in the following patents: KR20070115383, EP0815004, KR20090121510, WO9630256A1.

In prior art, the geometry of the mooring bridges has been designed to transfer unfavorably the forces and loads within the structure to the hull of the ship. This results in a heavy and expensive structure. In addition, hull vibration caused by the ship's engine running can cause strength and vibration problems in traditional mooring bridge structures.

The object of the present invention is to provide a bridging bridge which does not present the problems of the prior art. The bridging bridge according to the invention is characterized in that at least one tensile bar is attached to the bridging bridge to transfer substantially upward forces exerted by the supporting bars from the bridging bridge to the cargo ship hull.

A preferred embodiment of the leash bridge according to the invention is characterized in that the drawbars are mounted in a substantially vertical position.

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Another advantageous embodiment of the lintel bridge according to the invention is characterized in that the upper ends of the drawbars are aligned δ with the anchoring points on the lintel bridge of the container support rods.

Another advantageous embodiment of the sling bridge according to the invention is characterized in that the upper ends of the drawbars are located at a distance from the fastening points located on the sling bridge of the container support bars, whereby the upper structures of the sling bridge

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g 35 the forces in question. from the attachment points to the drawbars.

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By using the drawbars according to the invention, the sling bridge can be made more lightweight than before. At the same time, it is possible to reduce the vibration tendency of the surge bridge. The structure is also less expensive to manufacture.

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In the following, the invention will be explained in more detail by means of preferred embodiments, with reference to the accompanying drawings, in which Figure 1 illustrates a conventional surge bridge and container stack with two support bars connected.

Figure 2 is a side elevation view of a traditional mooring bridge and container stack.

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Figure 3 illustrates a conventional mortise bridge and container stack with two support bars connected.

Fig. 4 shows a surge bridge and a contip-tip stack according to the invention with two support bars connected.

Figure 5 is a close up view of the surge bridge and container stack of the invention, with two support bars connected.

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Figures 1-3 thus show prior art. These figures, which are not described in further detail herein, are provided to aid in the understanding of the difference between prior art and the invention. Figures 1 and 2 illustrate support bars (2 in this case) between the surge bridge and the ^ 30 container stack. The skew of the support rods shown in Fig. 2 causes the ship to be longitudinal

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£ for the power bridging bridge.

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Figures 4 and 5 show the actual invention. The cargo bridge 1 of the cargo ship sur-co ς 35 is typically located in the transverse direction of the ship and the containers / ™ container stacks 2 are located between them so that the container support posts 3 can be secured between the containers 2 and the landing bridge 1. Surfing bridges 1 are of various heights, typically extending from the level of the ship's weather deck to two, three or four containers.

The support bar 3 is used herein to mean the combination of the support bar and the bolt 5. As previously described, each strut is secured at one end to one corner of the container and at one end to a strap screw which is in turn secured at one end to its bridging bridge. Tighten the mounting by turning the wheel screw.

10 At the top of the surfacing bridge 1 is a platform 4, on which work is performed when the support bars of the containers are removed and secured. Thus, the fixing points 5 of the support rods 3 of the containers 2 are also located in the upper part of the surfacing bridge.

15 As the ship travels at sea, especially when the ship is tilted, the container piles exert a great deal of force on the support rods 3 attached to the containers 2 and further to its mortise bridge 1.

The longitudinal forces of the ship from the support rods 3 of the containers 2 to the abrasion bridge are transmitted first to the hull of the vessel through the passage level 4 and then through the abutments 6 of the abutment bridge or through the hatch control columns 7 or the like. The transverse forces of the ship, in turn, are transmitted to the ship's hull first through the passage plane 4 and then through the inclined support beams 8 or through the vertical structures (not shown).

The vertical upward forces exerted by the container support rods 3 on the sling bridge 1 are transmitted to the hull of the ship

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tension rods 9 according to the invention having one or more pieces. 4 In the upright position shown in Figures 4 and 5, the drawbars 9 do not substantially convey horizontal or downward deflections.

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£ mia. There are no separate pull bars g at the ends 6 and the guide pillars 7 of the surge bridge, but the ends 6 and the guide pillars 7 also transmit vertical upward forces. Ends 6 and control pillars

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The g 35 7 also support the access plane 4 and other superstructures of the burial bridge 1.

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The vertical forces typically exerted upwards from the support bars 3 of the containers 2 are thus transmitted to the hull of the ship (more particularly: to the transverse cargo spaces which are part of the hull structure) by tensile bars 5 or similar structural elements which do not significantly in the transverse or longitudinal or vertical downward direction of the ship.

The upper ends of the drawbars 9 are preferably located in line with the attachment points 5 of the inlets of the containers 2 on the winding bridge 1 of the rocking bars 3. The upper ends of the drawbars 9 may also be located at a distance from the attachment points 5 of the support bars 3 of the containers 2 on the support bars 3, whereby the superstructures of the suspension bridge 1 must be able to transmit the forces in question. from attachment points 5 to drawbars 9.

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The drawbars 9 may also be inclined, e.g. in the transverse direction of the ship, whereby transverse but not longitudinal forces are transmitted through them.

Each draw bar 9 may be arranged to extend at its lower ends from the cargo ship hull, in particular the transverse heights between cargo spaces, up to the anchorage points 5 on the support bridge 1 on the landing bridge 1. Alternatively, the draw bar 9 may operate higher, with its lower end resting on the structures of the surf bridge 1 (e.g., between two superimposed horizontal planes of the sur-25 bridge). The drawbar 9 may be secured by welding or other suitable means. The cross-sectional shape of the drawbar 9 may vary at different points on the drawbar 9 ^ 30, and complex geometry in cross-sectional shape is also possible.

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g The draw bar 9 may be a wire, rope or [£ equivalent] instead of a rigid profile. Further, the draw bar 9 may be of solid material or tubular profile.

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g 35 lia, and the draw bar may be round, rectangular, or the like. Typically, the draw bar measures less than 100x100x8 mm or the equivalent amount of steel in cross-section.

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It will be apparent to one skilled in the art that the invention is not limited to the above embodiments, but may vary within the scope of the appended claims.

If necessary, the symbols which may be presented in the specification together with other characteristics may also be used separately.

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Claims (8)

A cargo ship tumbler bridge (1) for supporting containers (2) during transport, which tumbler bridge (1) is mounted on a cargo deck transverse to the cargo ship, and wherein the tumbler bridge (1) has attachment points (5) for securing the support bars (3) thereto. characterized in that at least one draw bar (9) is attached to the carrier bridge (1) to transfer substantially upward forces exerted by the carrier bars (3) to the carrier body. Mortise bridge according to Claim 1, characterized in that the drawbars (9) are mounted in a substantially vertical position. The bridging bridge according to claim 1 or 2, characterized in that the upper ends of the drawbars (9) are in line with the attachment points located on the bridging bridge of the support bars of the containers (2). 4. Anchoring bridge according to claim 1 or 2, characterized in that the upper ends of the drawbars (9) are located at a distance from the attachment points (5) on the anchoring bridge of the container support bars, whereby the superstructures of the anchoring bridge o (1) from the mounting points ^ (5) to the drawbars (9). 9 30 n- Leverage bridge according to one of Claims 1 to 4, characterized in that the drawbars (9) are arranged to extend from the lower ends of the cargo ship hull, in particular the transverse heights of the cargo spaces, upwards to the attachment points of the CO 5 35 (3) (5) ^ near. The tumbler bridge according to one of claims 1 to 4, characterized in that the drawbars (9) are attached at their lower ends to the structures of the tumbler bridge (1) above the cargo ship hull and at their upper ends near the fastening points (5) on the tumbler bridge (1). Surfing bridge according to one of Claims 1 to 6, characterized in that the draw bar (9) is made of a solid material or a tube profile. 10 Winding bridge according to one of Claims 1 to 7, characterized in that the draw bar (9) has a circular or rectangular cross-section. 't δ c \ j CD O C \ l X cc CL CO o m co δ CM