FI90848C - Improved open cellular container ship - Google Patents
Improved open cellular container ship Download PDFInfo
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- FI90848C FI90848C FI870962A FI870962A FI90848C FI 90848 C FI90848 C FI 90848C FI 870962 A FI870962 A FI 870962A FI 870962 A FI870962 A FI 870962A FI 90848 C FI90848 C FI 90848C
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- side walls
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- 230000001413 cellular effect Effects 0.000 title description 3
- 230000002787 reinforcement Effects 0.000 claims description 8
- 230000003014 reinforcing effect Effects 0.000 claims description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 8
- 238000004891 communication Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 238000005086 pumping Methods 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 2
- 238000005755 formation reaction Methods 0.000 description 2
- 230000005484 gravity Effects 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000009825 accumulation Methods 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000007667 floating Methods 0.000 description 1
- 230000014759 maintenance of location Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 239000013535 sea water Substances 0.000 description 1
- 230000003319 supportive effect Effects 0.000 description 1
Classifications
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- 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
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- 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
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Ship Loading And Unloading (AREA)
- Warehouses Or Storage Devices (AREA)
- Vibration Prevention Devices (AREA)
Description
90848 i90848 i
Parannettu avoin solumainen konttialus Tåmå keksinto koskee parannuksia konttialuksissa ja eri-tyisesti se koskee parannuksia, jotka on tarkoitettu lisåå-maan konttien kåsittelynopeutta seka sisaan etta ulos solu-5 tyyppisesta konttialuksesta ja lisaamaan normaalisti kontti-aluksien kannella kuljetettujen konttien turvallisuutta muuttamalla tavanomaisten konttialuksien ylårakenteen raken-nekokoonpanoa.This invention relates to improvements in container vessels, and more particularly to improvements designed to increase the handling speed of containers both in and out of a cell-5 type container vessel and to increase the safety of containers normally carried on the deck of container vessels by altering the construction of conventional container vessels. nekokoonpanoa.
Nykyinen menetelmå konttien nostamiseksi tyypillisesta 10 konttialuksesta tai niiden laskemiseksi ruumaan on pinota kontit solumaiseen pystysuoraan ohjausjarjestelmaan, ja kun useat rinnakkaiset pinot saavuttavat ruuman luukkujen kehyk-sien korkeuden, nåmå pinot peitetaan teråksisillå ruuman-luukkujen kansilla, jotka palvelevat kaksoistarkoitusta sul-15 kien ruumatilat veden sisaanpaasya vastaan ja muodostaen alustan niille konteille, jotka on kuljetettava kannella.The current method of lifting containers from a typical 10 container vessel or lowering them into a hold is to stack the containers in a cellular vertical control system, and when multiple parallel stacks reach the height of the hold hatch frames, these stacks are covered with steel hold hatch covers serving dual purpose against and forming a platform for those containers which are to be carried on deck.
Aikaisemmin tunnetuissa konttialuksissa on tarpeen pois-taa ruumanluukkujen kannet, jotta pååstaisiin kåsiksi kont-teihin, jotka sijaisevat ruumassa, ja tåma merkitsee sita, 20 etta kaikki ruumanluukun kannelle vaadittujen konttien yla-puolelle sovitetut kontit on ensin siirrettava konttipinoon tai varastoalueelle rannalla.In previously known container vessels, it is necessary to remove the hatch covers in order to gain access to the containers located in the hold, which means that all containers fitted above the required hatch cover must first be moved to a container stack or storage area on shore.
Itse ruumanluukun kannet ovat raskaita ja tukevarakentei-sia, jotta ne kestaisivat ne huomattavat voimat, jotka seu-25 raavat niille pinottujen konttien painosta, ja vastustaisivat laivan liikkeestå merireitilla aiheutuvia kiihtymisvoimia.The hatch decks themselves are heavy and supportive to withstand the considerable forces that follow the weight of the containers stacked on them and to withstand the acceleration forces caused by the movement of the ship along the sea route.
Nykyaikaisissa solumaisissa konttialuksissa noin 40 % kuljetettavien konttien kokonaislukumaåråsta voidaan kuljet-taa ruumanluukkujen kansilla ja ne on kiinnitettava kanteen 30 merkittavilla sidelaitteistoilla. Nama sidelaitteistot on kiinnitettava kåsin ennen kuin laiva voi låhtea turvallises-ti merelle.In modern cellular container vessels, about 40% of the total number of containers transported can be carried on hatch covers and must be secured to the deck 30 by significant communication equipment. These communication equipment must be secured by hand before the ship can proceed safely to sea.
Voidaan huomata sen vuoksi, etta menettely kansikonttien ja ruumanluukkujen kansien poistamiseksi kannen alla olevien 35 konttien luoksepåasya vårten ja paljaana olevien kansikonttien kiinnittamiseksi on kallista ajan ja tyon suhteen, lisåten siten laivan purkamis- ja lastauskuluja.It can be seen, therefore, that the procedure for removing the lids of deck containers and hatch covers from the containers 35 under the deck and securing the exposed deck containers is costly in terms of time and labor, thus increasing the ship unloading and loading costs.
Lisåksi kontit, jotka on sovitettu kannelle ja kiinnitet- 2 ty ruumanluukun kansiin, ovat alttiina meren oikuille ja niita on joskus menetetty laidan yli tai kontit ovat vahin-goittuneet ja niiden sisalto on menetetty laidan yli tai me-rivesi on vahingoittanut niita. Tallaiset onnettomuudet li-5 saavat rahdin vakuutuskustannuksia lisåten siten tavaroiden kustannuksia kuluttajaile.In addition, containers fitted to the deck and secured to the hatch decks are exposed to the whims of the sea and have sometimes been lost overboard or the containers have been damaged and their contents lost overboard or damaged by seawater. Such accidents li-5 incur freight insurance costs, thus increasing the cost of goods to consumers.
Johtuen siitå, ettå rahtikontit ovat harvoin tåysin rahdin tåyttåmiå, konttipinon painopiste on huomattavasti kor-keammalla kuin verrattavan rahtipainon painopiste, kun se on 10 ahdattu tavanomaisella tavalla tavallisen rahtialuksen ruu-maan. Tåmå seikka yhdistettynå kåytåntoon kuljettaa kolme tai neljå konttikerrosta ruumanluukun kansien ylåpuolella vaatii erityistå huolehtimista, jotta saavutettaisiin ja yl-låpidettåisiin riittåvå positiivinen laivan vakavuus.Due to the fact that cargo containers are rarely completely filled with cargo, the center of gravity of the container stack is considerably higher than the center of gravity of a comparable cargo weight when conventionally stacked in the hold of a conventional cargo ship. This fact, combined with the operation of transporting three or four layers of containers above the hatch covers, requires special care to achieve and maintain a sufficient positive ship stability.
15 Aikaisemmin on ollut tunnettua pinota kontteja pystysuo- raan linjaan, (kuten on selostettu saksalaisessa patentti-julkaisussa numero 7529350-1975), siten ettå ylåkansi, jonka muodostaa ruumanluukut ja ylempi kontteja kannattava kansi, poistetaan. Tåmå mahdollistaa tehokkaamman konttien varas-20 toinnin johtuen tilataloudesta. Saksalaisessa julkaisussa konttien vakavuus ja turvallisuus on tarkoitus saavuttaa kåyttåmållå alakannen ohjauskiskoja, jotka on pidennetty yh-tåjaksoisina ylåkannen tason ylåpuolelle.It has previously been known to stack containers in a vertical line, (as described in German Patent Publication No. 7529350-1975), so that the top lid formed by the hatches and the upper lid supporting the containers are removed. This enables more efficient container storage due to farm economy. In the German publication, the stability and safety of the containers are to be achieved by using lower deck guide rails which have been extended continuously above the level of the upper deck.
Edellå mainitussa saksalaisessa julkaisussa pitkittåiset 25 luukunkehykset rahtiruuman kummallakin sivulla ulottuvat koko rahtiruuma-alueen ylitse ja poikittaiset kehykset on jår-jestetty ainoastaan pitkittåisten kehysten påihin. Tåmå jår-jestely on tarkoitettu eståmåån veden pååsyå ylåkannelta rahtiruumaan.In the aforementioned German publication, the longitudinal hatch frames 25 on each side of the cargo hold extend over the entire cargo hold area and the transverse frames are arranged only at the ends of the longitudinal frames. This arrangement is intended to prevent water from entering the cargo hold from the upper deck.
30 Lisåksi on jårjestetty irrotettavat suojalaitteet niiden konttien sivuille, jotka ovat kannen ylåpuolella eståmåån veden pååsyå ruumaan. Nåmå laitteet voivat olla roiskesei-nien muodossa, jotka on tarkoitettu absorboimaan laivan tai-pumisesta syntyviå liikkeitå ja voimia.30 In addition, removable guards are provided on the sides of the containers above the lid to prevent water from entering the hold. These devices may be in the form of splash walls designed to absorb the movements and forces resulting from the ship's heel.
35 On myos kuvattu vålineitå konttien heittåmiseksi laidan yli.35 Devices for throwing containers overboard have also been described.
Tyrskyseiniå voi myos sijaita ohjauskiskojen vålillå ruumaan tulevan vesimåårån minimoimiseksi.The gusset walls can also be located between the guide rails to minimize the amount of water entering the hold.
li 90848 3 Tåmå keksinto sen sijaan saa aikaan vålineet konttien pi-telemiseksi ja suojaamiseksi merityrskyiltå ja roiskeelta.li 90848 3 Instead, the present invention provides means for holding and protecting containers from sea storms and splashes.
Tåmå saavutetaan lisååmållå laivan seinåmien korkeutta, josta seuraa laivan syvyyden lisåys ja seurauksena oleva va-5 ralaidan lisåys.This is achieved by increasing the height of the ship's walls, which results in an increase in the depth of the ship and a consequent increase in the freeboard.
Lisååntynyt seinåmån syvyys poistaa luukunkehyksien, ir-rotettavien seinåmien, jatkettujen ohjauskiskojen ja konttien sidontalaitteiden tarpeen.The increased wall depth eliminates the need for hatch frames, removable walls, extended guide rails and container tying devices.
Lisåtystå seinåmån syvyydestå seuraa vahvistuskansi sei-10 nåmån ylåpuolella, joka on suunnilleen ylimmån kontin kon-dalla, kun laiva on tåyteenlastattu.The increase in the depth of the wall results in a reinforcement deck above the sei-10, which is approximately at the base of the uppermost container when the ship is fully loaded.
Syvempi laivan suurin leveys sallii kapeamman seinåmån leveyden johtuen lisååntyneestå taivutusvastuksesta. Se saa aikaan myos parannetun vååntovastuksen konttialuksessa. Sy-15 vempi laivan suurin leveys sallii myos sen, ettå kåytetåån våhemmån teråstå laivan seinåmåsså vaarantamatta laivan yleistå rakennekokonaisuutta. Tåmå keksinto yksinkertaistaa konttialuksen ylårakenteen kokoonpanon muotoilun ja nostaa ylåkannen kohtaan, misså kontit ovat paremmin suojattuja 20 luonnonvoimilta. Pidennetty laivan seinåmå saa aikaan myos sisåånrakennetun konttien pitelyn, kun konttialus kallistuu pituussuunnassa ja keinuu sivuttain, ja kåytånnollisesti katsoen poistaa konttien mereen putoamisen mahdollisuuden kuljetuksen aikana myrskyisellå merellå.The deeper the maximum width of the ship allows for a narrower wall width due to the increased bending resistance. It also provides improved drag on the container vessel. The maximum width of the Sy-15 ship also allows less steel to be used in the ship's walls without compromising the ship's overall structure. The present invention simplifies the design of the container ship's superstructure assembly and raises the top deck to a location where the containers are better protected from natural forces. The extended wall of the ship also provides built-in holding of the containers as the container vessel tilts longitudinally and swings sideways, and virtually eliminates the possibility of the containers falling into the sea during carriage in a stormy sea.
25 Aikaisemmin ei ole ollut tunnettua kåyttåå konttialusta, jossa on kontteja kannattava kansi vesilinjan alapuolella ja samalla vahvistuskansi sijoitettuna siten, ettå kaikki kontit ovat laivan seinåmårakenteen suojaamia sen sijaan, ettå kåytettåisiin pidennysrakenteita lyhennetystå seinåmåstå, 30 kuten on laita aikaisemmin tunnetuilla ratkaisuilla.It has not previously been known to use a container base with a container-carrying lid below the waterline and at the same time a reinforcing lid positioned so that all containers are protected by the ship's wall structure instead of using extension structures from an abbreviated wall, as previously known.
Selityksesså termiå "ylåkansi" kåytetåån niistå laivan kansista, jotka ovat alttiina luonnonvoimille; termiå vahvistuskansi kåytetåån pitkittåisestå rakenne-elementistå tai kotelokannattimesta, joka kulkee laivan seinåmien ylåpuolta 35 pitkin; termiå "vapaalaita" kåytetåån pystysuorasta etåisyy-destå merenpinnan ja vahvistuskannen ylåpinnan vålillå.In the description, the term "top deck" is used for those ship decks which are exposed to the forces of nature; the term reinforcement cover is used from a longitudinal structural member or housing bracket extending above the walls 35 of the ship; the term "freeboard" is used for vertical distances between the sea surface and the upper surface of the reinforcement deck.
Tåmån keksinnon tarkoituksena on parantaa edellå mainit-tuja aikaisemmin tunnettujen konttialusten lastauskokoon- 4 panon puutteita ja rahdin sovittamisjårjestelman jårjestå-mållå avoin runko, johon kontit voidaan pinota paallekkain pystysuoraan linjaan, jolloin kontteja pitaå paikallaan ja vakavoittaa jatkettu laivan sivuseinama.The object of the present invention is to remedy the above-mentioned drawbacks of the previously known container ship loading assembly and the arrangement of a cargo matching system with an open hull into which the containers can be stacked on top of each other in a vertical line, whereby the containers are held in place and stabilized.
5 Tåmå keksinto våhentaå konttirahdin poistamiseen tai vaihtamiseen tarvittavaa aikaa, koska ei tarvita mitåån konttisiteitå. Kontteja pitelee laivan sivut, jotka on jatkettu korkeammalle kuin tavallisesti tukemaan konttien ylintå kerrosta.The present invention reduces the time required to remove or replace container cargo because no container ties are required. Containers are held by the sides of the ship, which have been extended higher than usual to support the top layer of the containers.
10 Laajimmassa muodossaan tama keksinto kasittåa kontteja kuljettavan laivan, jossa on ylårakenne ja johon kuuluu: runko; kontteja kannattava kansi, joka sijaitsee vesilinjan ala-puolella; 15 sivuseinamat, jotka ulottuvat ylospain kontteja kannatta- valta kannelta maårittaen konttiruuman, joka sijaitsee run-gon sisalla; ja vahvistuskansi sivuseinåmien ylapuolella; jolloin ruuman ollessa tåyteenlastattuna konteilla sivu-20 seinåmien syvyys on sellainen, etta vahvistuskannen sijainti on suunnilleen ylimmån kontin kohdalla, jolloin sivuseinamat muodostavat tuen ja saåsuojauksen konteille.In its broadest form, the present invention encompasses a container ship having a superstructure comprising: a hull; a container-carrying deck located below the waterline; 15 sidewalls extending upwardly from the container support deck defining a container hold located within the frame; and a reinforcement cover above the side walls; wherein when the hold is filled with the containers, the depth of the side-20 walls is such that the location of the reinforcement lid is approximately at the uppermost container, the side walls providing support and shield protection for the containers.
Edullisessa konttialuksen sovellutuksessa on olennaisesti U-muotoinen poikkileikkaus, jolloin seinåmat on jatkettu 25 huomattavasti suuremmalle syvyydelle, kuin aikaisemmin on ollut tunnettua. Tama saadaan aikaan yhdessM tavanomaisten luukkukehysten ja ruumanluukkujen poistamisen kanssa.The preferred embodiment of the container vessel has a substantially U-shaped cross-section, with the walls being extended to a considerably greater depth than has previously been known. This is achieved in conjunction with the removal of conventional hatch frames and hold hatches.
Jotta saataisiin aikaan pidennetyt laivan seinamat, vahvistuskannen muodostava kontelokannatin ja seinamarakenne 30 vaativat uudelleenmuotoilua. Tatå keksintoa selostetaan nyt yksityiskohtaisesti edullisen mutta ei rajoittavan sovellu-tuksen mukaisesti ja viitaten oheisiin piirustuksiin, joissa: kuvio 1 esittaa keskilaivan poikkileikkausta konttialuksen ylarakenteesta taman keksinnon sovellutusmuodon mukaan; 35 kuvio 2 esittaa lyhennettyå poikkileikkausta konttien luovutuskannesta, jossa on vaihtoehtoinen våline pilssiveden poistamiseksi; ja kuvio 3 esittaa isometrisesti maårittamattoman pituisen li 90848 5 konttialuksen keskilaivaosaa.In order to provide extended ship walls, the container support forming the reinforcement deck and the wall structure 30 require redesign. The invention will now be described in detail according to a preferred but non-limiting embodiment and with reference to the accompanying drawings, in which: Figure 1 shows a cross-section of a midship from the superstructure of a container vessel according to an embodiment of the present invention; Fig. 2 shows an abbreviated cross-section of a container delivery lid with an alternative means for removing bilge water; and Figure 3 isometrically shows the midship section of a container vessel of unspecified length li 90848.
Viitaten kuvioon 1 on esitetty tyypillisen laivan keski-laivaosa, jossa kuljetetaan påållekkåin yhdeksån konttia ja rinnakkain yhdeksan konttia. On mahdollista kayttaa lukuisia 5 erilaisia lastausmuodostelmia laivan rakenteen sisålla riip-puen konttialuksen nimenomaisesta koosta.Referring to Figure 1, a central ship section of a typical ship is shown in which nine containers are transported on top of each other and nine containers in parallel. It is possible to use numerous 5 different loading formations inside the ship's structure depending on the specific size of the container vessel.
Esitetty konttialuksen osa kåsittåå olennaisesti U-muo-toisen rungon 1, jossa on kontteja kannattava kansi 2 ja si-vuseinåmåt 3 ja 4. Laivan kelluessa kontteja kannattava kan-10 si 2 on merenpinnan alapuolella. Ruuman 5 muodostaa esteeton kåytåvå, joka sijaitsee kannen 2 ja seinåmien 3 ja 4 sisållå. Kontit 6 on sijoitettu ruumaan 5 kuviossa 1 esitettyyn muodostelmaan. Kontteja voidaan pitåå poikittain ja samalla etåisyydellå toisistaan ohjaimilla 7. Seinåmåt 3 ja 4 on 15 tehty kapeammiksi kuin tavanomaisissa konttialuksissa, koska paksuutta voidaan våhentåå johtuen syvemmåstå laivan suurim-masta leveydestå. Seinåmien 3 ja 4 ylåpuolella on kotelokan-natin, joka muodostaa vahvistuskannen 8.The part of the container vessel shown comprises a substantially U-shaped hull 1 with a container-carrying deck 2 and side walls 3 and 4. When the ship is floating, the container-carrying deck-si si 2 is below sea level. The hold 5 is formed by an unobstructed passage located inside the cover 2 and the walls 3 and 4. The containers 6 are placed in the hold 5 in the formation shown in Figure 1. The containers can be kept transversely and at the same distance from each other by guides 7. The walls 3 and 4 are made narrower than in conventional container vessels, because the thickness can be reduced due to the deeper maximum width of the ship. Above the walls 3 and 4 there is a housing bracket which forms a reinforcing cover 8.
Vahvistuskansi 8 on olennaisesti linjassa konttien 9 20 ylimmån rivin kanssa ja siten saa aikaan sivuttaisen pidå-tyksen ja såån suojauksen konteille.The reinforcing lid 8 is substantially in line with the top row of containers 9 20 and thus provides lateral retention and weather protection for the containers.
Huomattavasti lisåtyn seinåmån syvyyden lisåksi kuvio 1 esittåå myoskin, ettå normaalit ruumanluukkujen kehykset, ruumanluukkujen kannet ja niihin liittyvåt sidelaitteet, 25 joita kåytetåån aikaisemmin tunnetuissa konttialuksissa, on poistettu. Aluksen vapaalaita on lisååntynyt suhteellisesti ja sivulevyjå on jatkettu ylos pinon konttien 9 ylimpåån riviin asti, saaden tåten aikaan kaikkien konttien suojauksen myrskyvahinkoja vastaan.In addition to the considerably increased wall depth, Figure 1 also shows that the normal hold hatches, hold hatch covers and associated communication devices used in previously known container vessels have been removed. The freeboard of the ship has increased proportionally and the side plates have been extended up to the top row of containers 9 of the stack, thus providing protection for all containers against storm damage.
30 Tarvittava rakennevahvuus saadaan aikaan kåyttåmållå poi- kittaisia elimiå ja laipioita (ei esitetty), jotka on sijoitettu sopivasti pitkin konttialuksen pituutta.The required structural strength is obtained by using transverse members and bulkheads (not shown) suitably positioned along the length of the container vessel.
Kontteja kannattava kansi 2, kuten on esitetty kuviossa 1, on kallistettu sisåånpåin kohti keskeisesti sijoitettua 35 poistoallasta 10. Kallistus on muotoiltu siten, ettå se hel-pottaa pilssiveden liikettå poistoallasta kohti, jotta se voidaan sen jålkeen pumpata pois. Vaikkakin pidennetyt seinåmåt 3 ja 4 saavat aikaan huomattavaa suojausta konteille 6 luonnonvoimia vastaan, on vaistamatonta, etta jonkin verran vettå joko sateesta tai roiskeista tulee sisaån laivaan. Tama tekee valttåmattomaksi jarjestaa vålineet veden poistami-seksi ja pumppaamiseksi.The container-carrying lid 2, as shown in Figure 1, is inclined inwards towards the centrally located discharge basin 35. The inclination is shaped so as to facilitate the movement of the bilge water towards the discharge basin so that it can then be pumped out. Although the extended walls 3 and 4 provide considerable protection for the containers 6 against the forces of nature, it is inconceivable that some water from either rain or splashes enters the ship. This makes it necessary to arrange the means for removing and pumping water.
5 Jotta selvittaisiin sadeveden tai roiskeiden keråantymi- sestå aluksen kaksoipohjan tankin ylåpuolelle, kukin ruuma voi olla sopivasti jaettu vapaan pinnan vaikutuksien vahen-tamiseksi minimiin ja sopivat ruuman pumppausjårjestelyt on jårjestetty. Voidaan kayttaa erilaisia menetelmia ruumien 10 pitamiseksi puhtaana sadevedesta ja roiskeesta ja kuvio 1 ja 2 esittavåt kahta vaihtoehtoista menetelmaå veden johtami-seksi pilssilaatikoihin tai putkiin 11, jotka on tehty sy-vennyksina laivan kaksoispohjaan.5 In order to detect the accumulation of rainwater or splashes above the double bottom tank of the ship, each hold may be suitably subdivided to minimize the effects of the free surface and suitable hold pumping arrangements shall be provided. Various methods can be used to keep the bodies 10 free of rainwater and splashes, and Figures 1 and 2 show two alternative methods of conducting water into bilge boxes or pipes 11 made as recesses in the double bottom of a ship.
Kuviossa 2 kontteja kannattava kansi 2 on varustettu 15 pilssilaatikoilla sivureunoillaan.In Fig. 2, the lid 2 carrying the containers is provided with 15 bilge boxes at its side edges.
Kaksoispohjan tankkikansi voi olla suora eika kallistettu kuten kuvioissa 1 ja 2, jolloin sopivat poisto- ja pumppaus-jarjestelyt on jårjestetty.The double bottom tank cap may be straight and not inclined as in Figures 1 and 2, with suitable discharge and pumping arrangements being provided.
Kuvio 3 esittåa isometrisesti konteilla tayteen lastatun 20 laivan keskilaivaosaa.Figure 3 shows an isometric view of the midships of 20 ships loaded with containers.
Kontit 6 on esitetty kannatettuna kannatuskiskoille 12, jotka kulkevat pitkittain laivan runkoa pitkin.The containers 6 are shown supported on support rails 12 which run longitudinally along the hull of the ship.
Tama kuvio tekee selvaksi, etta ei tarvita lisarakenteita tai varusteita, kuten luukunkehyksia tai suojaseinia sivu-25 seinien 3 ja 4 ulkopuolella konttien pitelemiseksi tai suo-jaamiseksi.This pattern makes it clear that no additional structures or equipment, such as hatch frames or protective walls, are required outside the walls 3 and 4 of the side-25 to hold or protect the containers.
Alus voi siten olla taysin lastattuna kayttåmatta mitaan sidelaitteita kontteja vårten. Aluksen vakavuus parantuu ja mihin tahansa konttiin påastaan kasiksi siirtåmalla minimi-30 lukumåara muita kontteja.The vessel can thus be fully loaded without the use of any communication equipment for the containers. The stability of the ship is improved and any container can be removed by transferring a minimum of 30 other containers.
Alan ammattimiehille on selvaa, etta lukuisia vaihteluita ja muunnelmia voidaan tehdå keksintoon luopumatta sen yleis-hengesta ja piirista kuten edella on laajasti kuvattu.It will be apparent to those skilled in the art that numerous variations and modifications may be made to the invention without departing from its spirit and scope as broadly described above.
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Claims (8)
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU44673/85A AU566218B2 (en) | 1985-07-08 | 1985-07-08 | Hatch coverless ship |
AU4467385 | 1985-07-08 | ||
PCT/AU1986/000195 WO1987000137A1 (en) | 1985-07-08 | 1986-07-08 | Improved open cellular containership |
AU8600195 | 1986-07-08 |
Publications (4)
Publication Number | Publication Date |
---|---|
FI870962A FI870962A (en) | 1987-03-04 |
FI870962A0 FI870962A0 (en) | 1987-03-04 |
FI90848B FI90848B (en) | 1993-12-31 |
FI90848C true FI90848C (en) | 1994-04-11 |
Family
ID=3731877
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
FI870962A FI90848C (en) | 1985-07-08 | 1987-03-04 | Improved open cellular container ship |
Country Status (12)
Country | Link |
---|---|
EP (1) | EP0228419B1 (en) |
JP (1) | JPS63500234A (en) |
KR (1) | KR910000636B1 (en) |
AU (1) | AU566218B2 (en) |
BG (1) | BG51245A3 (en) |
BR (1) | BR8606759A (en) |
DE (1) | DE3674898D1 (en) |
DK (1) | DK114487A (en) |
FI (1) | FI90848C (en) |
HK (1) | HK34395A (en) |
SE (1) | SE8700941L (en) |
WO (1) | WO1987000137A1 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4116909A1 (en) * | 1991-05-21 | 1992-11-26 | Neptun Warnow Werft Gmbh | CONVERTIBLE CARGO SHIP |
FR2808252B1 (en) * | 2000-04-26 | 2004-05-28 | France Etat | AUTONOMOUS CONTAINER SHIP |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1947841A1 (en) * | 1969-09-22 | 1971-04-08 | Schneekluth Herbert | Sea-going ship with loading bays open at the top for container transport |
SE345632B (en) * | 1970-01-13 | 1972-06-05 | Nordstjernan Rederi Ab | |
SE351830B (en) * | 1971-02-05 | 1972-12-11 | L Andersson | |
FI60530C (en) * | 1975-06-06 | 1982-02-10 | Nord Marine Inc | FARTYG FOER TRANSPORT AV CONTAINERS EL DYL |
DE2531487B2 (en) * | 1975-07-15 | 1978-01-26 | O & K Orenstein & Koppel AG Werk Lübeck, 2400 Lübeck | REFRIGERATED CONTAINER SHIP |
AR212587A1 (en) * | 1976-02-04 | 1978-08-15 | Mandelli A | IMPROVED HULL FOR CARGO SHIPS |
DD159840A3 (en) * | 1981-01-20 | 1983-04-13 | Klaus Puchstein | CONTAINER SHIP LARGE CAPACITY |
JPS58116289A (en) * | 1981-12-29 | 1983-07-11 | Shigenobu Furukawa | Container stacking maintenance method in multipurpose cargo ship |
FR2574366A1 (en) * | 1984-12-07 | 1986-06-13 | Nord Mediterranee Chantiers | DEVICES FOR ARRANGING TWIN FOOT CONTAINERS AND CONTAINER CARRIER EQUIPPED WITH SUCH DEVICES |
-
1985
- 1985-07-08 AU AU44673/85A patent/AU566218B2/en not_active Expired
-
1986
- 1986-07-08 EP EP86904050A patent/EP0228419B1/en not_active Revoked
- 1986-07-08 DE DE8686904050T patent/DE3674898D1/en not_active Expired - Lifetime
- 1986-07-08 JP JP61503892A patent/JPS63500234A/en active Pending
- 1986-07-08 WO PCT/AU1986/000195 patent/WO1987000137A1/en not_active Application Discontinuation
- 1986-07-08 BR BR8606759A patent/BR8606759A/en unknown
-
1987
- 1987-03-04 FI FI870962A patent/FI90848C/en not_active IP Right Cessation
- 1987-03-05 DK DK114487A patent/DK114487A/en not_active Application Discontinuation
- 1987-03-06 SE SE8700941A patent/SE8700941L/en not_active Application Discontinuation
- 1987-03-06 BG BG78774(A patent/BG51245A3/en unknown
- 1987-03-09 KR KR1019870700202A patent/KR910000636B1/en not_active IP Right Cessation
-
1995
- 1995-03-09 HK HK34395A patent/HK34395A/en unknown
Also Published As
Publication number | Publication date |
---|---|
SE8700941D0 (en) | 1987-03-06 |
EP0228419B1 (en) | 1990-10-10 |
EP0228419A4 (en) | 1987-10-27 |
DK114487D0 (en) | 1987-03-05 |
AU566218B2 (en) | 1987-10-15 |
KR910000636B1 (en) | 1991-01-31 |
FI90848B (en) | 1993-12-31 |
DK114487A (en) | 1987-03-05 |
BR8606759A (en) | 1987-10-13 |
FI870962A (en) | 1987-03-04 |
EP0228419A1 (en) | 1987-07-15 |
KR870700541A (en) | 1987-12-29 |
SE8700941L (en) | 1987-03-06 |
BG51245A3 (en) | 1993-03-15 |
HK34395A (en) | 1995-03-17 |
DE3674898D1 (en) | 1990-11-15 |
WO1987000137A1 (en) | 1987-01-15 |
JPS63500234A (en) | 1988-01-28 |
FI870962A0 (en) | 1987-03-04 |
AU4467385A (en) | 1987-01-15 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
BB | Publication of examined application | ||
MM | Patent lapsed | ||
MM | Patent lapsed |
Owner name: ELLIS, WILFRED |