FI90848C - Improved open cellular container ship - Google Patents

Description

90848 i

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.

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.

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.

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.

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.

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.

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.

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.

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.

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 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 Devices for throwing containers overboard have also been described.

The gusset walls can also be located between the guide rails to minimize the amount of water entering the hold.

li 90848 3 Instead, the present invention provides means for holding and protecting containers from sea storms and splashes.

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.

The increased wall depth eliminates the need for hatch frames, removable walls, extended guide rails and container tying devices.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

The required structural strength is obtained by using transverse members and bulkheads (not shown) suitably positioned along the length of the container vessel.

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 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.

In Fig. 2, the lid 2 carrying the containers is provided with 15 bilge boxes at its side edges.

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.

Figure 3 shows an isometric view of the midships of 20 ships loaded with containers.

The containers 6 are shown supported on support rails 12 which run longitudinally along the hull of the ship.

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.

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.

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)

1. A container ship with a superstructure, comprising: a hull; 5 a container-carrying deck (2) located below the waterline when the ship is loaded; sidewalls (3, 4) extending upwardly from the container support deck defining a container hold located within the body; and 10 reinforcing covers (8) above each side wall; characterized in that the depth of the side walls (3, 4) is increased so that when the ship is fully loaded the position of the reinforcement deck (8) is approximately at the uppermost container (9), the freeboard being added and the side walls providing support and weather protection for the containers, and that the hold is in open food (5) without deck hatches. Container vessel according to Claim 1, characterized in that the side walls (3, 4) extend upwards from the side edges of the lid (2) supporting the containers. Container vessel according to Claim 2, characterized in that the side walls (3, 4) and the lid (2) supporting the containers determine the U-shape. Container vessel according to Claim 3, characterized in that the side walls (3, 4) are continuous with the lid (2) supporting the containers 25. Container vessel according to Claim 3, characterized in that the containers are stacked in a vertical alignment from a container-supporting deck (2) and are parallel to the side walls (3, 4). Container vessel according to one of the preceding claims, characterized in that the side walls (3, 4) are reinforced by transverse bulkheads extending between them. Container vessel according to Claim 6, characterized in that the lid (2) supporting the containers is inclined either inwards or outwards. 7 90848 Container vessel δ according to one of the preceding claims, characterized in that the vessel is loaded with containers and the location of the reinforcement deck (8) is approximately at the uppermost container. Il 90848 9