JP2021054140A - Lifesaving ladder and ship - Google Patents

Abstract

To provide a lifesaving ladder capable of achieving a non-obstructive convenience in a normal time, stability and efficiency in an emergency, and of saving life even in a rough sea.SOLUTION: A lifesaving ladder comprises: ladder-type body parts (143a, 143b, 141a-141h) with rigidity; a first hook part 147a with rigidity one end of which faces downward and the other end of which is fixed to the upper end of the first strut 143a; a second hook part 147b with rigidity one end of which faces downward and the other end of which is fixed to the upper end of the second strut 143b; and a held part 142 the upper end of which is fixed to the lower ends of the first and second struts 143a, 143b. One end of each of the first and second hook parts 147a, 147b is inserted into the openings of first and second fixing means with rigidity provided in the bulwark of a ship and is fixed to the ship.SELECTED DRAWING: Figure 4

Description

The present invention relates to a life-saving ladder equipped on a ship such as a fishing boat or a pleasure boat, and a ship equipped with the life-saving ladder.

A typical life-saving ladder is a rope-made life-saving ladder, but Patent Document 1 points out the difficulty of climbing an unstable rope-made ladder in a suspended state as an explanation of the prior art. In order to save lives from ship accidents, the Orange Vest movement, which calls for the constant wearing of life-saving clothing, has been launched in Hokkaido since 1981. In addition to the safety clothing that began to spread around 1994, it is now obligatory to equip ships with equipment such as lifebuoys. The Japan Coast Guard recommends the equipment of a rope-made life-saving ladder (PVC ladder) 14p using a PVC pipe as shown in FIG.

FIG. 12 is data on the occurrence of underwater falls in the waters around Hokkaido described in Newsletter No. 64 of the Ocean Policy Research Foundation issued on April 5, 2003. The white circles in FIG. 12 indicate the number of underwater fall accidents, and the black circles indicate the number of corresponding fatal accidents. It can be seen that in an underwater fall accident in an extremely cold region such as Hokkaido or Aomori Prefecture, the rate of losing physical strength to the cold sea and dying before being pulled up by a ship is extremely high.

Currently, fishermen are aging. A 93-year-old woman on board a 4.3-ton scallop fishing boat and her son, a 67-year-old captain, died in a overturn accident in Mutsu Bay in July 2016. In the case of the elderly, even if the life-saving ladder 14p made of rope as shown in FIG. 13 is equipped and the life-saving clothing 10 is also worn, it is not possible to quickly reach the ship's bulwark 13L. This is because, as shown in FIG. 13, in a rough sea, the life-saving ladder 14p made of rope sways greatly with respect to the side skin portion (hull) 12L, which makes it difficult to climb the life-saving ladder 14p. Therefore, in order to rescue a person who has fallen from a ship reliably and efficiently without exhausting his / her physical strength, it is necessary to consider a means for shortening the time from the fall to the rescue as much as possible (early rescue). It becomes important.

In addition to the rope-made life-saving ladder 14p as shown in FIG. 13, as inventions or inventions relating to a life-saving ladder equipped on a ship, for example, those disclosed in Patent Document 2 and Patent Document 3 are known. In the invention disclosed in Patent Document 2, the life-saving ladder is a rope ladder or a net ladder, and is stored in a storage box attached to the bulwark of the ship, which has the convenience of not being an obstacle in normal times. There is. The life-saving ladder described in Patent Document 2 cannot reach the bulwark because the rope sways in the rough and frigid sea, like the life-saving ladder 14p recommended by the Japan Coast Guard. That is, the flexible life-saving ladder described in Patent Document 2 has the convenience of not getting in the way in normal times, but lacks stability and efficiency in an emergency. Further, in the invention described in Patent Document 2, since the storage box in which the lifesaving ladder is stored is fixed to the bulwark of the ship, the storage box may come into contact with the pier at the time of berthing or mooring. The life-saving ladder may be damaged and there is a problem with durability.

In the invention disclosed in Patent Document 3, the life-saving ladder can be expanded and contracted up and down, so that the life-saving ladder can be conveniently carried. In addition, a hook is connected to the upper end of the life-saving ladder via a flexible connector (chain), and the hook is engaged with the wheel chock of the bay port or the bulwark of the ship to simply engage the life-saving ladder. Can be equipped on ships and the like. However, since the flexible connecting tool is used, the life-saving ladder sways as in the case of the life-saving ladder 14p shown in FIG. 13, and therefore loses physical strength before reaching the port in the rough and frigid sea. That is, the life-saving ladder described in Patent Document 3 has the convenience of not getting in the way in normal times by being able to expand and contract up and down, but lacks stability and efficiency in an emergency.

When the portable life-saving ladder described in Patent Document 3 is used for a ship, the life-saving ladder may be forgotten to be deployed in the ship, or even if it is deployed, the location may be forgotten, and the life-saving immediately may occur in an emergency. There is a risk that the ladder cannot be used. On the other hand, it is conceivable to attach the life-saving ladder to the bulwark of the ship in advance at the time of boarding, but in this case, as described above, the life-saving ladder comes into contact with the pier at the time of berthing or mooring, and the life-saving ladder Has a problem of damage. As mentioned above, regarding the life-saving ladder, there is an antinomy between the convenience in normal times and the stability and efficiency in an emergency. Therefore, there has been no known life-saving ladder that has compatibility (compatibility) that satisfies both convenience in normal times and stability and efficiency in an emergency, and can quickly save lives even in rough seas. ..

Japanese Patent No. 6531966 Japanese Unexamined Patent Publication No. 2000-225994 Utility Model Registration No. 3201780

The present invention has been made to solve the above problems, and has both convenience that does not get in the way in normal times and stability and efficiency in an emergency, and saves lives even in rough seas. The purpose is to provide a possible life-saving ladder and a vessel that has this life-saving ladder on hand.

In order to achieve the above object, the first aspect of the present invention is (a) a ladder-shaped main body having rigidity and (b) a rigid one end facing downward and the other end. Is fixed to the upper end of the first support column that constitutes the main body, and (c) a second support column that has rigidity, one end facing downward and the other end forming the main body. The gist is that it is a life-saving ladder provided with a second hook portion fixed to the upper end of the above, and (d) a held portion whose upper end is fixed to the lower ends of the first and second columns. One end of each of the first and second hooks of the life-saving ladder according to the first aspect is inserted into the openings of the rigid first and second fixing means provided on the side of the ship, respectively. And fixed to the ship.

A second aspect of the present invention relates to a ship equipped with a life-saving ladder described in the first aspect. That is, it is a gist that the ship according to the second aspect includes a deck, a bulwark surrounding the deck, and a wheelhouse arranged on the deck. In the ship's bulwark according to the second aspect, the life-saving ladder can be fixed by inserting one end of each of the first and second hook portions of the life-saving ladder described in the first aspect. And a second fixing means is provided on the upper end surface of the bulwark. The wheelhouse has first and second holding holes for inserting one end of each of the first and second hooks of the life-saving ladder into a part of the ceiling of the wheelhouse, and the life-saving ladder on the side wall. It has a holding part for accommodating the held part. A life-saving ladder can be temporarily fixed to the wheelhouse of the ship according to the second aspect.

According to the present invention, a life-saving ladder that has both convenience that does not get in the way in normal times and stability and efficiency in an emergency, and that can save lives even in rough seas, and this life-saving ladder It is possible to realize a ship that is always on hand.

It is a figure which shows the example of the aspect in the emergency of the life-saving ladder which concerns on the typical embodiment of this invention (hereinafter referred to as "representative embodiment"). It is a figure which shows the example of the aspect of the life-saving ladder which concerns on a representative embodiment in normal times. It is a figure which shows the installation example of the life-saving ladder on the side of a wheelhouse. It is a figure which shows the detail of the life-saving ladder which concerns on a representative embodiment. It is a figure which shows the structural example of the fixing means which fixes a life-saving ladder to a bulwark. It is a figure explaining the structure of the hook part of the lifesaving ladder which concerns on a representative embodiment. It is a figure which shows the structural example of the holding hole which suspends a life-saving ladder on the ceiling of a wheelhouse. It is a figure which shows the structural example of the holding part which holds a life-saving ladder on the side surface of a wheelhouse. It is a top view explaining the main part of the ship which concerns on a representative embodiment. It is a figure which shows the structural example of the life-saving ladder which concerns on other embodiment. It is a figure which shows the fixing means of the ship which concerns on still another Embodiment. This is data showing the occurrence of underwater falls in the waters around Hokkaido. A rope life-saving ladder using a PVC pipe recommended by the Japan Coast Guard is a schematic diagram explaining that it is difficult to use in rough seas.

In the following, with reference to the drawings, one representative embodiment of the present invention will be taken up and described exemplarily. In the description of the drawings below, the same or similar parts are designated by the same or similar reference numerals. However, it should be noted that the drawings are schematic, and the relationship between the thickness and the plane dimensions, the ratio of the sizes of each member, etc. are different from the actual ones. Therefore, the specific thickness, dimensions, size, etc. should be judged more diversely in consideration of the purpose of the technical idea that can be understood from the following explanation. In addition, it goes without saying that the drawings include parts having different dimensional relationships and ratios from each other.

In addition, the representative embodiments shown below exemplify a method for embodying the technical idea of the present invention, an apparatus used for the method, and the like, and the technical idea of the present invention is a material for components. , Shape, structure, arrangement, etc., the procedure of the method, etc. are not specified to the following. The technical idea of the present invention is not limited to the content described in the representative embodiment, and various modifications can be made within the technical scope specified by the claims described in the claims.

In addition, the definition of directions such as "upper end", "lower end", "upper", and "lower" in the following description is merely a selection of terms for convenience of explanation, and limits the technical idea of the present invention. is not it. For example, if the life-saving ladder 14 according to the representative embodiment is rotated by 90 ° and observed, the top and bottom of the life-saving ladder 14 are converted to left and right and read, and if the life-saving ladder 14 is rotated by 180 ° and observed, the top and bottom of the life-saving ladder 14 are inverted. Of course, it is read.

(Ship and life-saving ladder always on board)
As shown in FIGS. 1 to 3 and 9, as shown in FIGS. 1 to 9, the ship according to the representative embodiment includes a deck 16, a bulwark (13L, 13R) surrounding the deck 16, and a wheelhouse (bridge) arranged on the deck 16. ) 11. The bulwark (13L, 13R) is an enclosure that prevents the invasion of waves that have risen along the outer side of the upper deck, and is divided into the port side bulwark 13L and the starboard side bulwark 13R. In FIGS. 1 and 2, the port side bulwark 13L and the port side outer plate portion (hull) 12L continuous with the port side 13L are exemplified.

As shown in FIG. 1, in an emergency, the ship according to the representative embodiment has a port 13L on the upper port side of the port side outer plate portion 12L along the surface of the port side outer plate portion 12L which is the port side outer plate portion. The lifesaving ladder 14 is firmly fixed to the upper end surface. Here, "emergency" means a situation in which a passenger has fallen from inside the ship to the sea outside the ship. In this case, in order to rescue a person who has fallen into the sea etc. at an early stage, it is important to firmly fix the life-saving ladder 14 having a rigid basic structure to the port 13L as soon as possible and prepare a stable climbing route. .. "The basic structure has rigidity" means the structural mechanics of the life-saving ladder 14 so that the life-saving ladder 14 does not bend due to bending momento even if a person weighing about 100 kg rides on the hollow life-saving ladder 14. Means the above strength.

In the ship according to the representative embodiment, the tip portions (also referred to as "one end portion" in the present invention) of the first hook portion 147a and the second hook portion 147b (see FIG. 6) provided on the upper part of the lifesaving ladder 14. ) Is inserted into the first and second fixing means, which will be described later, provided in the port 13L. Since the life-saving ladder 14 according to the representative embodiment has a rigid frame structure in which the rating portion is steel-tied, the load-bearing capacity is strong, and the life-saving ladder 14 is on the side with the positions of the upper ends of the first and second fixing means as fulcrums. It is fixed to the bulwark 13L so that the relative distance to the surface of the outer plate portion 12L does not change, and a stable climbing route is prepared.

That is, when the positions of the upper ends of the first and second fixing means of the bulwark 13L are set as the fulcrum of the cantilever, the life-saving ladder 14 according to the representative embodiment has a mechanical arm length in the longitudinal direction of the life-saving ladder 14. As a side note, it has mechanical strength that does not substantially bend due to the moment generated by the gravity caused by the weight of the climber. "Substantially non-flexible" means that the life-saving ladder 14 is flexed by a moment of gravity that depends on the climber's weight, and the amount of flexure is a negligible small amount of mm order or less.

As can be seen from FIG. 1, when the life-saving ladder 14 is fixed with the positions of the first and second fixing means provided on the upper end surface of the port 13L as the position of the fulcrum, the lower part of the life-saving ladder 14 is the sea or the like. It is set to a length that is placed below the surface of the water. A person who has fallen into the sea or the like has a rigid life-saving ladder 14 in front of him, which is relatively fixed to the side skin portion 12L, so that he / she can easily climb the life-saving ladder 14 by himself / herself. Become. If a reinforcing handrail is provided on the life-saving ladder 14 fixed to the side skin portion 12L and the lower end of the reinforcing handrail extends to the vicinity of the water surface such as the sea, a person who has fallen into the sea or the like can climb on the ship by himself / herself. It will help you further.

As shown by the arrow in FIG. 1, when the waves such as the sea are rough, the ship has a property that the bow and stern shake greatly. Therefore, in an emergency, the life-saving ladder 14 is preferably arranged near the center of the ship where the ship has the least shaking so that a person who has fallen into the sea or the like can smoothly go up on the ship by using the life-saving ladder 14.

Further, as shown in FIG. 2, in normal times, the life-saving ladder 14 is always provided in a place that does not interfere with the passengers, for example, on the side wall of the wheelhouse (bridge) 11 of the ship. By keeping it on the side wall of the wheelhouse 11, it is possible to reliably prevent the life-saving ladder 14 from being forgotten to be deployed in the ship. Here, normal times mean other than emergencies. In this case, it is important to prevent the life-saving ladder 14 from swinging significantly or falling even if the ship is shaken by the waves. This is because when such a situation occurs, there is a risk that the life-saving ladder 14 will hit the passengers and cause harm.

As shown in FIG. 9, the ship according to the representative embodiment is provided with a first holding hole 112a and a second holding hole 112b in a part of the ceiling on the port side of the wheelhouse 11. Then, the tip end portion (one end portion) of the first hook portion 147a and the second hook portion 147b (see FIG. 6) provided on the upper portion of the lifesaving ladder 14 according to the representative embodiment is set on one of the ceilings of the wheelhouse 11. The life-saving ladder 14 is suspended from a part of the ceiling of the wheelhouse 11 by inserting it into the first holding hole 112a and the second holding hole 112b provided in the portion. Since the first holding hole 112a and the second holding hole 112b are through holes, it is desirable to open the eaves protruding from the ceiling as a part of the ceiling of the wheelhouse 11. When a through hole is opened in the ceiling of the wheelhouse 11 on the inner side of the side wall, there is a problem such as rain leakage. Therefore, it is necessary to provide a closed gutter in the first holding hole 112a and the second holding hole 112b. is there.

In the ship according to the representative embodiment, since it is necessary to temporarily fix the life-saving ladder 14 to the side wall of the wheelhouse 11 in normal times as shown in FIG. 3, the holding portion 15 that temporarily fixes the lower end of the life-saving ladder 14 is steered. It is provided on the side wall of the chamber 11. By temporarily fixing the lower end of the life-saving ladder 14 by the holding portion 15, the life-saving ladder 14 is temporarily fixed at two points, the upper part and the lower part. Runout or drop can be suppressed to the maximum.

The life-saving ladder 14 provided with the side wall of the wheelhouse 11 as a temporarily fixed position can also be used as a ladder for climbing to the ceiling of the wheelhouse 11 in normal times. For example, if the life-saving ladder 14 can be used when inspecting equipment such as an antenna provided on the ceiling of the wheelhouse 11 or when auxiliary steering equipment or the like is present on the ceiling, the passengers can use it. Convenience is further improved.

1 to 3 are examples in the case where a sailor or the like falls to the port side of the ship in an emergency, and the life ladder 14 is attached to the port 13L on the port side where the life ladder 14 has fallen. On the other hand, when a sailor or the like falls to the starboard side, the lifesaving ladder 14 is fixed to the starboard side 13R shown in FIG. Therefore, as shown in FIG. 9, the port 13L on the port side constitutes the first fitting pipe 132a constituting the "first fixing means" of the present invention and the "second fixing means" of the present invention. Although the second fitting pipe 132b is provided, the third fitting pipe 133b constituting the "first fixing means" of the present invention and the "second fixing means" of the present invention are also provided on the starboard side 13R. A fourth fitting pipe 133a is provided.

In FIG. 9, a first holding hole 112a and a second holding hole 112b are provided on the port side ceiling of the wheelhouse 11, and the lifesaving ladder 14 is temporarily arranged on the side wall of the port side wheelhouse 11. On the contrary, the lifesaving ladder 14 may be temporarily arranged on the side wall of the wheelhouse 11 on the starboard side. Even if the life-saving ladder 14 is temporarily placed on the port side side wall of the wheelhouse 11, it is temporarily placed on the starboard side side wall, and the life-saving ladder 14 that is always provided on the side wall can be easily removed. , The life-saving ladder 14 having a strong load-bearing capacity and rigidity can be immediately fixed to the first and second fixing means on the side of the side on which the sailor or the like has fallen. Therefore, the life-saving ladder 14 according to the representative embodiment can provide a stable scaffolding on which a fallen sailor or the like can climb without exhausting his / her physical strength. As described above, the life-saving ladder 14 according to the representative embodiment is a ladder having rigidity that cannot be folded or deformed, but is compatible with both convenience that does not get in the way in normal times and stability and efficiency in an emergency. It has (compatibility) and can quickly save a fallen person even in rough seas.

(Example of structure of life-saving ladder)
As shown in FIGS. 4 to 8, the life-saving ladder 14 according to the representative embodiment is made of a rigid material such as metal, and has a first support column 143a and a second support column 143b extending in parallel with each other in the vertical direction, and a first support column 143b. The first step ladder (horizontal rail) 141a, the second step ladder 141b, the third step ladder 141c, ..., The eighth step ladder fixed by a rigid joint between the parallel portions of the first support column 143a and the second support column 143b. A ladder-shaped main body (143a, 143b, 141a to 141h) is provided with a crosspiece 141h.

"Rigid joint" is a method of joining so that the joint portion between the first tread 141a to the eighth tread 141h and the first strut 143a or the second strut 143b is not deformed as in welding, and is structurally mechanical. It is a combined form that suppresses deformation. For example, the first strut 143a, the second strut 143b, and the first tread 141a to the eighth tread 141h may all be metal pipes having a diameter of 16 mmφ or the like, and may be connected to each other by welding. Alternatively, the first tread 141a to the eighth tread 141h made of metal pipes may be connected to each pipe or the first strut 143a and the second strut 143b made of H-shaped steel by welding.

As the rigid material constituting the first column 143a, the second column 143b, and the first tread 141a to the eighth tread 141h, iron, stainless steel, aluminum, an aluminum alloy, or the like can be adopted. Considering the problem of rust caused by sea salt and weight reduction, aluminum, aluminum alloy, etc. are preferable. It is arranged in parallel with each other between the portions parallel to each other of the first support column 143a and the second support column 143b to form a ladder type. _{The length D 1} = 235 to 255 mm measured in the lateral direction of each of the first tread 141a to the eighth tread 141h _{can be selected, and typically the length D 1} = 248 mm can be selected, but this value is an example. It is not limited to.

In FIGS. 4 to 8, the first strut 143a and the second strut 143b extend vertically in parallel with each other, but as will be described later with reference to FIG. 10, the first strut 143a and the second strut 143b are at least mutually aligned. It suffices to have a portion extending in parallel. In FIG. 8, eight first treads 141a to eighth treads 141h are shown, but they are merely examples. The number of treads is appropriately selected according to the lengths of the first column 143a and the second column 143b of the lifesaving ladder 14 according to the representative embodiment, and the first column 143a and the second column 143b are parallel to each other. It suffices if there are a plurality of treads forming a ladder shape between the portions extending to. Further, the life-saving ladder 14 according to the representative embodiment includes a first hook portion 147a and a second hook portion 147b, which are made of a rigid material such as metal, respectively.

The first hook portion 147a is metallurgically connected to the upper end of the first support column 143a. “Metallurgically connected” means that the first hook portion 147a and the first strut 143a, which are different from each other, may be rigidly joined by welding or the like, one pipe is bent, and one of them is “first hook portion 147a”. , And the remaining part may be defined as “first strut 143a”. In any case, the first hook portion 147a and the upper end of the first support column 143a have rigidity and are continuous. Similarly, the second hook portion 147b is metallurgically coupled to the upper end of the second strut 143b.

1 to 7 and the like illustrate the case where each of the first hook portion 147a and the second hook portion 147b has an L-shaped hook shape, but the structure is not limited to the example. For example, each of the first hook portion 147a and the second hook portion 147b may have an inverted U-shaped or arch-shaped structure. Focusing on FIG. 4, the first hook portion 147a has a first tip fitting portion whose tip portion faces downward in a direction parallel to the first support column 143a, and a horizontal portion (horizontal portion) with respect to the first tip fitting portion. A first portion in which one end (a portion that looks horizontal in FIG. 4) is connected, and the other end of the horizontal portion is connected to the upper end of the first column 143a so as to be perpendicular to the longitudinal direction of the first column 143a. Has a connection. That is, the first hook portion 147a has an L-shaped hook-shaped structure at the first tip fitting portion which is a vertical portion and the first connecting portion which is a horizontal portion. Summarizing the overall structure of the first hook portion 147a, one end portion on the first tip fitting portion side faces downward, and the other end portion is fixed to the upper end of the first support column 143a.

When the L-shaped structure of the first hook portion 147a and the structure in which the first hook portion 147a is connected to the first support column 143a in an L-shape are combined, the L-shape is continuous U-shaped (U-shaped). It becomes a font shape. On the other hand, the second hook portion 147b has a second tip fitting portion whose tip portion faces downward in a direction parallel to the second support column 143b and one end portion of a portion horizontal to the second tip fitting portion. The other end of the horizontal portion is connected to the upper end of the second support column 143b so as to be perpendicular to the longitudinal direction of the second support column 143b. That is, the second hook portion 147b has an L-shaped hook-shaped structure at the second tip fitting portion which is a vertical portion and the second connecting portion which is a horizontal portion. Combining the L-shaped structure of the second hook portion 147b and the structure in which the second hook portion 147b is connected to the second support column 143b in an L-shape, the L-shape is continuous U-shaped (U-shaped). It becomes a hook shape. That is, the overall structure of the second hook portion 147b is such that one end portion on the second tip fitting portion side faces downward and the other end portion is fixed to the upper end of the second support column 143b. become.

Further, the life-saving ladder 14 according to the representative embodiment includes a held portion 142 continuously fixed to the lower ends of the first support column 143a and the second support column 143b. FIG. 8 illustrates the case where the held portion 142 has a rectangular plate shape, but the structure is not limited to the example. For example, the held portion 142 may have a plate shape such as a triangular shape, a pentagonal shape, or a semicircle that is convex downward. Here, the term "plate-shaped" may mean at least the outer shape of the "plate-shaped", and may include holes or gaps inside the held portion 142. Further, since the held portion 142 may have a structure that can be easily stored in the holding portion 15 shown in FIGS. 3, 4 and 8, it may have a structure that is functionally equivalent to the plate. In the sense that it is functionally plate-shaped, a rectangular frame shape or a linear rectangular frame such as a pipe may be surrounded along the outer shape of the held portion 142, and the space inside the frame may be regarded as a plate shape.

FIG. 8 illustrates a case where one held portion 142 is continuously fixed to the lower ends of the first support column 143a and the second support column 143b, but the structure is limited to the structure illustrated in FIG. It's not a thing. For example, the two separated portions to be held may be individually fixed to the lower ends of the first support column 143a and the second support column 143b, respectively. When the two held portions are connected, each of the two held portions may have a triangular shape, a quadrangular shape, a pentagonal shape, a semicircular plate shape, a frame shape, or the like. Further, the lower ends of the first strut 143a and the second strut 143b may be squeezed in a wedge shape to form two held portions. In any case, the held portion 142 may have a structure that can be easily stored in the holding portion 15 shown in FIGS. 3, 4 and 8.

As shown in FIG. 2, in normal times, the life-saving ladder 14 is installed on the side wall of the wheelhouse 11, so that the lower ends of the first support column 143a and the second support column 143b are steered by the position of the held portion 142. It is bent toward the side wall of the wheelhouse 11 so as to move toward the side wall of the chamber 11. As shown in FIG. 9, when the eaves protruding from the ceiling of the wheelhouse 11 are provided with the first holding hole 112a and the second holding hole 112b in normal times, the eaves are provided from the side wall of the wheelhouse 11. The lower ends of the first strut 143a and the second strut 143b are separated from the side wall of the wheelhouse 11 by the protruding distance. Therefore, the first column 143a and the second column 143b, respectively, so that the held portion 142 fixed to the lower ends of the first column 143a and the second column 143b by rigid joints does not float from the side wall of the wheelhouse 11. At the lower end of the wheel, the held portion 142 is bent toward the side wall side of the wheelhouse 11.

The length L ₁ of the first strut 143a and a second support column 143b of the life-saving ladder 14 according to a representative embodiment, since it is preferably greater than the distance from the top surface of Funabata墻13L to the water surface such as sea, size of the ship The length L ₁ is different depending on. For example, in the case of a small vessel with a total ton number of about 5 tons, L ₁ = 1500 to 2000 mm can be selected. Further, the first reinforcing handrail 144a is rigidly joined to the first support column 143a on the left side via the first connecting portion 145a, and the second reinforcing handrail 144a is attached to the second support column 143b on the right side via the second connecting portion 145b. Reinforcing handrail 144b is attached with a rigid joint. By providing the first reinforcing handrail 144a and the second reinforcing handrail 144b, a Vierendeel truss structure in which the grade points are rigidly connected is realized, and the structural mechanical strength is strengthened against the bending moment. The first reinforcing handrail 144a serves as the upper chord member of the first Vierendeel truss, and the first strut 143a serves as the lower chord member. Similarly, the second reinforcing handrail 144b serves as the upper chord member of the second Vierendeel truss, and the second strut 143b serves as the lower chord member.

The life-saving ladder 14 according to the representative embodiment further has a first reinforcing arch portion 146a and a second reinforcing arch portion 146b provided as inverted U-shaped arches on the first hook portion 147a and the second hook portion 147b, respectively. Also prepare. The first reinforcing arch portion 146a is an arch structure in which the upper end of the first reinforcing handrail 144a and the central portion of the first hook portion 147a, which form the Vierendeel truss structure, are fixed by rigid joints. The second reinforcing arch portion 146b is an arch structure in which the upper end of the second reinforcing handrail 144b and the central portion of the second hook portion 147b, which form the Vierendeel truss structure, are fixed by rigid joints. The arch structure of the semicircular arch as shown in FIG. 4 enhances both the waterside reaction force and the rigidity to enhance the structural mechanical strength.

_{The length L 2} of the first reinforcing handrail 144a and the second reinforcing handrail 144b measured from the tops of the first reinforcing arch portion 146a and the second reinforcing arch portion 146b is the distance from the upper end surface of the port 13L to the water surface such as the sea. It is preferable that it is equivalent to. For example, in a small vessel having a total ton number of about 5 tons, when the length L ₁ = 1700 mm is selected, the length L ₂ = 1100 to 1300 _{mm, specifically, L 2} = 1200 mm can be selected. If the length L ₂ = 1200 mm is selected, a person who has fallen into the sea from a small vessel with a total ton of about 5 tons can easily go up on board and move using the first reinforcing handrail 144a and the second reinforcing handrail 144b. become. _{When the length L 2 of} the first reinforcing handrail 144a and the second reinforcing handrail 144b is selected to a value of about 1200 mm, the height of the semicircle forming the first reinforcing arch portion 146a and the second reinforcing arch portion 146b L ₄ = It may be selected to a value of about 150 to 170 mm.

The tip fitting portion of the first hook portion 147a forming an L-shaped key is attached to the first fitting pipe 132a as the first fixing means provided in the bulwark 13L shown in FIG. 9, and the second hook portion 147b. The tip fitting portion of the above is inserted into and fixed to the second fitting pipe 132b as the second fixing means. The first fitting pipe 132a and the second fitting pipe 132b are made of a rigid material such as metal, similarly to the tip fitting portions of the first hook portion 147a and the second hook portion 147b.

The tip fitting portion of the first hook portion 147a made of a rigid material is inserted into the rigid first fitting pipe 132a with an accuracy of about 1 side clearance Δd = 1 to 2 mm, so that the first hook portion The 147a and the first fitting pipe 132a are firmly coupled to each other without rattling. When the first hook portion 147a uses a metal pipe having the same outer diameter of 16 mmφ as that of the first support column 143a, if the inner diameter of the first fitting pipe 132a is 19 mmφ, the one-side clearance Δd = 1.5 mm. Similarly, the tip fitting portion of the rigid second hook portion 147b is inserted into the rigid second fitting pipe 132b with an accuracy of about 1 side clearance Δd = 1 to 2 mm, whereby the second hook portion is inserted. The 147b and the second fitting pipe 132b are firmly coupled to each other without rattling. Also in this case, if the second hook portion 147b is a metal pipe having the same outer diameter of 16 mmφ as that of the second support column 143b, the one-side clearance Δd = 1.5 mm by selecting the inner diameter of the second fitting pipe 132b to 19 mmφ. ..

On the other hand, when the first hook portion 147a selects the third fitting pipe 133b as the first fixing means provided on the port 13R, the tip fitting portion of the second hook portion 147b serves as the second fixing means. The fourth fitting pipe 133a is selected, inserted and fixed. The third fitting pipe 133b and the fourth fitting pipe 133a are made of a rigid material such as metal, similarly to the tip fitting portions of the first hook portion 147a and the second hook portion 147b.

The tip fitting portion of the rigid first hook portion 147a is inserted into the rigid third fitting pipe 133b with an accuracy of about 1 side clearance Δd = 1 to 2 mm, whereby the first hook portion 147a and the first hook portion 147a are inserted. The three fitting pipes 133b are firmly connected without rattling. Similarly, the tip fitting portion of the rigid second hook portion 147b is inserted into the rigid fourth fitting pipe 133a with an accuracy of about 1 side clearance Δd = 1 to 2 mm, whereby the second hook portion is inserted. The 147b and the fourth fitting pipe 133aa are firmly coupled to each other without rattling.

If the first fitting pipe 132a is provided at the center measured in the width direction of the upper end surface of the port 13L, the width d ₁ of the horizontal portion of the first hook portion 147a is the width d 1 of the upper end surface of the port 13L. If it is set to about 1/2 of the width, the first hook portion 147a is provided at two locations, a fulcrum at the position of the first fitting pipe 132a and a fulcrum at the end on the side outer plate portion 12L side of the port 13L. Since it is fixed to, it can be firmly fixed. Further, if the second fitting pipe 132b is provided at the center measured in the width direction of the upper end surface of the port 13L, the width d ₁ of the second hook portion 147b is 1/1 of the width of the upper end surface of the port 13L. If it is set to about 2, the second hook portion 147b is fixed to the port 13L at two positions, the position of the second fitting pipe 132b and the end of the port 13L on the side outer plate portion 12L side.

Similarly, if the third fitting pipe 133b and the fourth fitting pipe 133a are provided in the center of the port 13R, the width d ₁ of the first hook portion 147a and the second hook portion 147b is the port 13R. If the width is set to about 1/2 of the width of the upper end surface of the port, the first hook portion 147a and the second hook portion 147b are fixed to the port 13R at two fulcrums and are firmly fixed. On the other hand, when the first fitting pipe 132a and the second fitting pipe 132b are provided in the center _{of the upper end surface of the bulwark 13L, the width d 1} is larger than about 1/2 the width of the upper end surface of the bulwark 13L. If set to, the first hook portion 147a and the second hook portion 147b are fixed to the bulwark 13L at one fulcrum of the first fitting pipe 132a and the second fitting pipe 132b, respectively.

Similarly, when the third fitting pipe 133b and the fourth fitting pipe 133a to the center of the upper end surface of Funabata墻13R is provided, from about 1/2 of the width of the upper end surface of the width _{d 1} Funabata墻13R If set to a large size, the first hook portion 147a and the second hook portion 147b are fixed to the bulwark 13R at one fulcrum of the third fitting pipe 133b and the fourth fitting pipe 133a, respectively. As described above, the first reinforcing handrail 144a and the second reinforcing handrail 144b constituting the Vierendeel truss structure are provided to form a structure that is resistant to bending moments. Further, the first reinforcing arch portion 146a and the second reinforcing arch portion 146b for fixing the upper ends of the first reinforcing handrail 144a and the second reinforcing handrail 144b and the central portions of the first hook portion 147a and the second hook portion 147b by rigid joints, respectively. Is provided so that the arch structure is constructed. By providing the Vierendeel truss structure and the arch structure, even when the life-saving ladder 14 according to the representative embodiment is fixed to the bulwark 13L at one fulcrum, a structurally strong structure is realized. it can.

The width of the upper end surface of Funabata墻13L and Funabata墻13R on the type of ship is mixed, can not determine the width d ₁ of the horizontal portion of the first hook portion 147a and the second hook part 147b uniformly. However, as shown in FIG. 3, the life-saving ladder 14 according to the representative embodiment is characterized in that it is temporarily fixed to the side wall of the wheelhouse 11, so that the width d _{1 is adjusted to the unique dimensions of each ship.} By designing and customizing, it becomes possible to fix the ship to the port 13L or the port 13R at two fulcrums or one fulcrum. Alternatively, as it is possible to adjust the width d ₁ of the horizontal portion to the width of the upper end surface of any Funabata墻13L and Funabata墻13R, there is a method of preparing some of the specifications of different widths d _1. Or width d ₁ of the horizontal portion may be provided a mechanism for a variable. For example, in a small vessel having a total ton number of about 5 tons, when L ₁ = about 1700 mm is selected, the width d ₁ = about 90 to 110 mm, and typically the width of the horizontal portion d ₁ = about 100 mm can be selected.

Metals such as fiber reinforced plastic (FRP), polypropylene (PP), polyethylene (PE), and aluminum are used for the bulwark 13L and the bulwark 13R of many small vessels. The FRP shown in Table 1 is the data of the glass cloth-filled polyester molded product. As shown in Table 1, the tensile strength and specific tensile strength of FRP are similar to those of metal, but the Charpy impact value measured in the fracture test when an impact is applied at high speed is smaller than that of metal, and it is resistant to high-speed impact. I'm worried. Although not shown in Table 1, the Young's modulus of FRP is about 4,100 kgf / mm ² _{when the fiber content V f} = 0.6. Since the Young's modulus of high-strength steel is about 21,000 kgf / mm ^{2 and} the Young's modulus of high-strength aluminum alloy is about 7,300 kgf / mm ² , FRP has lower rigidity than metal.

When the thickness of the FRP and the like constituting the bulwark 13L and the bulwark 13R is about 10 to 20 mm, the weight is 100 kg when the positions of the first fitting pipe 132a to the fourth fitting pipe 133a are used as the fulcrum of the cantilever. There is a possibility that the mounting strength of the first fitting pipe 132a to the fourth fitting pipe 133a is insufficient due to the moment of gravity caused by the weight of the climber. If the attachment strength of the first fitting pipe 132a to the fourth fitting pipe 133a to the bulwark 13L and the bulwark 13R is insufficient, the attached life-saving ladder 14 may wobble, which may hinder rescue. ..

In order to reinforce the lack of strength such as the Sharpy impact value, a first reinforcing metal plate for reinforcing the mounting strength of the first fitting pipe 132a and the second fitting pipe 132b is placed on the upper end surface of the bulwark 13L. It is preferable that the 131a and the second reinforcing metal plate 131b are provided on the upper end surface of the bulwark 13L by means such as screwing. Similarly, on the upper end surface of the bulwark 13R, a third reinforcing metal plate 134b and a fourth reinforcing metal plate 134a for reinforcing the mounting strength of the third fitting pipe 133b and the fourth fitting pipe 133a Is preferably provided on the upper end surface of the bulwark 13R by means such as screwing. In this case, the "first fixing means" of the present invention is configured by the first fitting pipe 132a and the first reinforcing metal plate 131a, and the second fitting pipe 132b and the second reinforcing metal plate 131b form the present invention. "Second fixing means" is configured. The first and second fixing means are made of a rigid material such as metal.

For example, the first fixing means on the port side has a first through hole and a second through hole fixed on the upper end surface of the port 13L on the port side and having the same diameter as the first through hole. 1 Reinforcing metal plate Metal plate 131a is rigidly joined to the first reinforcing metal plate metal plate 131a having the same outer shape as the inner diameter of the second through hole, and penetrates through the first through hole. Includes a first fitting pipe 132a extending downward from the second through hole. On the other hand, the second fixing means on the port side includes a third through hole formed at another position on the upper end surface of the port 13L and a third through hole fixed on the upper end surface of the port 13L. A second reinforcing metal plate 131b having a fourth through hole having the same coaxial diameter and a second reinforcing metal plate 131b having the same outer shape as the inner diameter of the fourth through hole are rigidly joined to the second reinforcing metal plate 131b. It includes a second fitting pipe 132b that penetrates the through hole of 3 and extends downward from the fourth through hole.

Similarly, the "first fixing means" of the present invention is configured by the third fitting pipe 133b and the third reinforcing metal plate 134b, and the present invention is formed by the fourth fitting pipe 133a and the fourth reinforcing metal plate 134a. "Second fixing means" is configured. The first fixing means on the starboard side includes a fifth through hole opened at another position on the upper end surface of the starboard side 13R and a fifth through hole fixed on the upper end surface of the starboard 13R. The third reinforcing metal plate metal plate 134b having the same diameter as the sixth through hole and the third reinforcing metal plate metal plate 134b having the same outer shape as the inner diameter of the sixth through hole. Includes a third fitting pipe 133b that is rigidly joined and penetrates the fifth through hole and extends downward from the sixth through hole. The second fixing means on the starboard side has a seventh through hole opened at another position on the upper end surface of the starboard 13R and a seventh through hole fixed on the upper end surface of the starboard 13R and coaxially with the seventh through hole. A fourth reinforcing metal plate 134a having an eighth through hole with a diameter and a fourth reinforcing metal plate 134a having the same outer shape as the inner diameter of the eighth through hole are rigidly joined to the seventh reinforcing metal plate 134a. Includes a fourth fitting pipe 133a that penetrates the through hole and extends downward from the eighth through hole.

Therefore, the tip fitting portion of the first hook portion 147a made of a rigid material is inserted into the opening portion of the first fixing means made of a rigid material provided on the port side bulwark 13L, which is typically implemented. It is fixed to the ship according to the form. At the same time, the tip fitting portion of the second hook portion 147b made of a rigid material is inserted into the opening portion of the second fixing means made of a rigid material provided on the port side bulwark 13L, which is typically implemented. It is fixed to the ship according to the form. Similarly, the tip fitting portion of the first hook portion 147a made of a rigid material is inserted into the opening portion of the first fixing means made of a rigid material provided on the starboard side bulwark 13R to represent it. It is fixed to the ship according to the embodiment. At the same time, the tip fitting portion of the second hook portion 147b made of a rigid material is inserted into the opening portion of the second fixing means made of a rigid material provided on the starboard side bulwark 13R, which is typically implemented. It is fixed to the ship according to the form.

The life-saving ladder 14 according to the representative embodiment is normally temporarily fixed to the outer eaves portion of the wheelhouse 11. Therefore, the tip fitting portions of the first hook portion 147a and the second hook portion 147b are respectively provided on the eaves protruding outward from the ceiling of the wheelhouse 11 of the ship, similarly to the upper end surfaces of the port 13L and the port 13R. The insertable first holding hole 112a and the second holding hole 112b are opened as through holes. In addition, unlike the case of the attachment strength of the first fitting pipe 132a to the fourth fitting pipe 133a to the bulwark 13L and the bulwark 13R, the life-saving ladder 14 is a portion of the eaves forming a part of the ceiling of the wheelhouse 11. In general, a large gravitational moment does not work when temporarily fixing to. Therefore, it is sufficient that the first holding hole 112a and the second holding hole 112b are opened in a part of the ceiling of the wheelhouse 11 in the form of a through hole or the like, and the first holding hole 112a and the second holding hole 112a and the second holding hole 112b need to be opened. A metal plate or the like for protecting the holding hole 112b of the above is unnecessary. However, it is also possible to have a metal plate or the like for protecting the first holding hole 112a and the second holding hole 112b.

First length _{L 3} of the tip fitting portion of the hook portion 147a and the second hook portion 147b of the life-saving ladder 14 according to a representative embodiment, insertion and removal with respect to the first fitting pipe 132a~ fourth fitting pipe 133a is easy to perform The optimum value is determined on the condition that it does not wobble due to the shaking of the ship and that it is difficult to separate due to the shaking of the ship. For example, in a small vessel with a total ton number of about 5 tons, when the width d ₁ of the horizontal portion of the first hook portion 147a and the second hook portion 147b is selected to be about 100 mm, the length of the tip fitting portion L ₃ = 140 to 160 mm. The degree, typically, the length of the tip fitting portion L ₃ = about 150 mm can be selected.

Since the first holding hole 112a and the second holding hole 112b opened in the outer eaves of the wheelhouse 11 are through holes, the first hook portion 147a and the tip fitting portion of the second hook portion 147b are the first. It is generally easy to insert and remove 1 from the holding hole 112a and the like. Accordingly, the request of the first holding hole 112a length of the tip fitting portion for such L ₃ which is opened in the outer eaves wheelhouse 11 is relaxed.

Further, when the life-saving ladder 14 is temporarily fixed to the side wall of the wheelhouse 11, it is necessary to consider a device so that the lower end of the life-saving ladder 14 does not swing significantly when the ship is shaken by the wave and does not cause harm to the passengers. There is. Therefore, in the ship according to the representative embodiment, as shown in FIG. 3, a holding portion 15 for accommodating and fixing the held portion 142 at the lower end of the lifesaving ladder 14 is provided on the side wall of the wheelhouse 11. As shown in FIGS. 4 and 8, the holding portion 15 has a contact surface portion 151a that is in contact with the side wall surface of the wheelhouse 11 and is fixed to the wheelhouse 11, and a rectangular plate-shaped cover that is continuously provided at the lower end of the contact surface portion 151a. It has a cover portion 152a for accommodating the holding portion 142. The contact surface portion 151a and the cover portion 152a are in contact with each other at an acute angle θ to form a V-shape, and the held portion 142 is housed inside the V-shape.

For example, as shown in FIG. 8, the lateral length D ₃ of the lower end of the cover portion 152a may be shorter or about the same _{as the lateral length D 2} of the upper end of the contact surface portion 151a. _{If the length D 1} = 248 mm measured in the lateral direction of each of the first tread 141a to the eighth tread 141h _{is selected, the lateral length D 2} = 300 to the upper end of the contact surface portion 151a. It can be selected to about 320 mm. If the design is such that _{the lateral length D 3} of the lower end of the cover portion 152a _{is shorter than the lateral length D 2} of the upper end of the contact surface portion 151a _{, the length D 2} = 310 mm is selected. _{Then, the lateral length D 3} of the lower end of the cover portion 152a can be selected to be about 315 to 330 mm. However, to be illustrative, lateral lower end of the cover portion 152a of the length D _3, but it is not limited to this value.

For example, in a small vessel with a total ton number of about 5 tons, when the length L _{1 = about 1700 mm is selected, the height L 5 of the} held portion 142 fixed to the lower ends of the first support column 143a and the second support column 143b, respectively. The value can be selected from about 40 to 60 mm, specifically, the height L _{5 shown in FIG. 4 = about 50 mm. The vertical height L 6} of the cover portion 152a shown in FIG. 8 may be designed in consideration of the height L _{5 of the held portion 142.} The vertical height L _{6 of the} cover portion 152a can also be designed to be shorter than the vertical height L _{7 of the contact surface portion 151a.} For example, in a small vessel having a total ton number of about 5 tons, the length D ₁ = about 248 mm, the height L ₅ = about 50 mm, and the contact surface portion 151a measured in the lateral directions of the first tread 141a to the eighth tread 141h, respectively. When the vertical height L ₇ = 75 mm is selected, the vertical height L _{6 of} the selection cover portion 152a can be selected to be about 60 to 70 mm, but the value is not limited to this value.

_{The vertical height L 5} of the rectangular plate-shaped held portion 142 provided at the lower end of the life-saving ladder 14 shown in FIG. 4 is longer than _{the length L 6} of the cover portion 152a shown in FIG. by shorter than the length L ₇ of the surface-contacting portion 151a, inserting the held portion 142 between the surface-contacting portion 151a and the cover portion 152a, the temporary lower end of the life-saving ladder 14 to a desired position of the side wall of the wheelhouse 11 Can be fixed.

The upper end of the life-saving ladder 14 according to the representative embodiment is fixed to the eaves protruding from the ceiling of the wheelhouse 11, and the lower end thereof is temporarily fixed to the side wall of the wheelhouse 11. Therefore, even if the ship sways due to the waves in normal times, it is possible to eliminate the danger that the life-saving ladder 14 swings greatly and causes harm to the passengers.

The first reinforcing arch portion 146a and the second reinforcing arch portion 146b shown in FIG. 4 are important elements for fixing the life-saving ladder 14 to the port 13L or the port 13R in a representative embodiment in an emergency. That is, the life-saving ladder 14 is made of, for example, metal and has a heavy weight in order to secure the mechanical strength made of a rigid material. Since the first reinforcing arch portion 146a and the second reinforcing arch portion 146b are provided at the upper end of the life-saving ladder 14, the life-saving ladder 14 is accidentally dropped overboard when the life-saving ladder 14 is installed on the bulwark 13L or the like. It can be prevented from being stowed. In an emergency, the installer of the life-saving ladder 14 can firmly support the life-saving ladder 14 from above by grasping the first reinforcing arch portion 146a and the second reinforcing arch portion 146b with both hands, and the life-saving ladder 14 can be supported overboard. It is possible to prevent it from being dropped.

The first reinforcing handrail 148a branched from the first reinforcing arch portion 146a shown in FIG. 4, the first grip portion 149 provided at the tip of the first reinforcing handrail 148a, and the second reinforcing handrail branched from the second reinforcing arch portion 146b. The second grip portion 149b provided at the tip of the 148b and the second reinforcing handrail 148b is an effective element for assisting a person who has fallen into the sea or the like when he / she finally returns to the inside of the ship. Without the first reinforcing handrail 148a, the second reinforcing handrail 148b, the first grip portion 149 and the second grip portion 149b, the person who has risen to the upper end of the lifesaving ladder 14 will fall into the sea outside the ship again due to exhaustion of physical strength. This is because there is a risk of doing so.

(Other embodiments)
Although the present invention has been described by the above representative embodiments, the statements and drawings that form part of this disclosure should not be understood as limiting the invention. This disclosure will reveal to those skilled in the art various alternative embodiments, examples and operational techniques.

For example, the life-saving ladder according to the other embodiment shown in FIG. 10 is made of a rigid material, and is made of a first strut 143c and a second strut 143d having portions extending in parallel with each other, and each having a rigid material. The first step ladder 141a, the second step ladder 141b, the third step ladder 141c, ..., 7th, which are rigidly joined between the parallel portions of the first support column 143c and the second support column 143d and arranged in parallel with each other. A ladder-shaped main body (143c, 143d, 141a to 141g) is provided with 141g of treads. In FIG. 10, seven first step ladders 141a to 7th step ladders 141g are shown, but as described in FIG. 8, they are merely examples, and the lengths of the first support column 143c and the second support column 143d are shown. Depending on the situation, the number of columns is appropriately selected, and it is sufficient that there are a plurality of ladder rails forming a ladder type between the first column 143c and the second column 143d. The distance between the upper part 143c of the first support and the upper part 143d of the second support of the life-saving ladder according to the other embodiment is wider than that of the other parts.

Although not shown, the structure shown in FIG. 10 also has rigidity with the first hook portion 147a in which one end faces downward and the other end is fixed to the upper end of the first support column 143c. A second hook portion 147b, one end of which faces downward and the other end of which is fixed to the upper end of the second support column 143d, is provided on the back side of the paper surface of FIG. According to the life-saving ladder according to the other embodiment shown in FIG. 10, one end of each of the first hook portion 147a and the second hook portion 147b is provided on the side of the ship and has rigidity. If each of the second fixing means is inserted into the opening and fixed to the ship, when a person who has fallen into the sea or the like reaches the first step 141a on the uppermost stage of the first step 141a to the seventh step 141g. In addition, it becomes easier to enter the ship.

The life-saving ladder according to the other embodiment shown in FIG. 10 further includes a held portion 142 whose upper ends are fixed to the lower ends of the first support column 143c and the second support column 143d, similar to the structure shown in FIG. Therefore, as shown in FIG. 3, the holding portion 15 provided on the side wall of the wheelhouse 11 has a concave shape in which the holding portion 15 is aligned with the convex held portion 142 at the lower end of the life-saving ladder according to the other embodiment. The accommodating member 152b having the accommodating portion 151b may be used. In this case, the accommodating member 152b is attached to the side wall of the wheelhouse 11 by, for example, a first holding member 153a such as a screw and a second holding member 53b. The life-saving ladder according to the other embodiment shown in FIG. 10 also has a compatibility that satisfies both convenience that does not get in the way in normal times and stability and efficiency in an emergency, and is a rough sea. Even so, it is possible to quickly save the life of a fallen person.

In FIG. 5, the tip fitting portion of the first hook portion 147a forming an L-shaped key is inserted into the first fitting pipe 132a provided on the bulwark 13L, and the tip fitting portion of the second hook portion 147b is inserted. The case where it is inserted into and fixed to the second fitting pipe 132b has been illustrated. In the ship according to the other embodiment shown in FIG. 11, the tip fitting portion, which is one end of the first hook portion 147a, is inserted into the through hole of the first fixing metal plate 131p provided on the bulwark 13L. The structure shown in FIG. 5 is that the tip fitting portion, which is one end of the second hook portion 147b, is inserted and fixed through the second fixing metal plate 131q. different. The first fixing metal plate 131p and the second fixing metal plate 131q are fixed to the upper end surface of the port 13L by means such as screwing.

In the ship according to the other embodiment, the thickness t ₁ of the first fixing metal plate 131p and the thickness t ₂ (= t ₁ ) of the second fixing metal plate 131q shall be increased to 10 to 30 mm. As a result, a function equivalent to that of the first fitting pipe 132a is generated in the through hole of the first fixing metal plate 131p, and a function equivalent to that of the second fitting pipe 132b is generated in the through hole of the second fixing metal plate 131q. Is being generated. Therefore, in the ship according to the other embodiment shown in FIG. 11, the first fitting pipe 132a and the second fitting pipe 132b are unnecessary. Although not shown, the upper end surface of the side wall 13R on the right side also has a thickness t _{1 instead of the third reinforcing metal plate 134b and the fourth reinforcing metal plate 134a shown in FIG.} A third fixing metal plate and a fourth fixing metal plate of = t _{2 may be provided, respectively.} The third fixing metal plate and the fourth fixing metal plate are also fixed to the upper end surface of the port 13R by means such as screwing.

The first fixing metal plate 131p and the second fixing metal plate 131q are made of a material having rigidity such as metal like the first hook portion 147a and the second hook portion 147b. One end (tip fitting portion) of the first hook portion 147a made of a rigid material opens a hole in the rigid first fixing metal plate 131p with an accuracy of about 1 side clearance Δd = 1 to 2 mm. By being inserted into the portion, the first hook portion 147a and the first fixing metal plate 131p are firmly bonded to each other without rattling. Similarly, one end (tip fitting portion) of the rigid second hook portion 147b opens a hole in the rigid second fixing metal plate 131q with an accuracy of about 1 side clearance Δd = 1 to 2 mm. By being inserted into the portion, the second hook portion 147b and the second fixing metal plate 131q are firmly bonded to each other without rattling.

Similarly, the third fixing metal plate and the fourth fixing metal plate (not shown) are also made of a rigid material such as metal. One end (tip fitting portion) of the first hook portion 147a made of a rigid material has a one-sided clearance Δd = 0.5 to 2 mm, preferably one-sided clearance Δd = 0.8 to 1.5 mm. By being inserted into the opening of the third fixing metal having rigidity with accuracy, the first hook portion 147a and the third fixing metal are firmly bonded without rattling. Similarly, one end (tip fitting portion) of the rigid second hook portion 147b has a one-sided clearance Δd = 0.5 to 2 mm, preferably one-sided clearance Δd = 0.8 to 1.5 mm. By being inserted into the opening of the fourth fixing metal plate having rigidity with accuracy, the second hook portion 147b and the fourth fixing metal plate are firmly connected without rattling.

In the other embodiment shown in FIG. 11, the first fixing metal plate 131p on the port side constitutes the "first fixing means" of the present invention, and the second fixing metal plate 131q constitutes the "first fixing means" of the present invention. 2 Fixing means ”. _{That is, the first fixing means has a thickness t 1} = 5 having a first through hole provided on the upper end surface of the port 13L and a second through hole coaxial with the first through hole and having the same diameter. It is composed of a first fixing metal plate 131p, which is a metal plate of about 30 mm. _{On the other hand, the second fixing means has a thickness t 2} = 5 to which has a third through hole provided on the upper end surface of the port 13L and a fourth through hole coaxial with the third through hole and having the same diameter. It is composed of a second fixing metal plate 131q, which is a 30 mm metal plate.

Similarly, the third metal plate for fixing on the starboard side constitutes the "first fixing means" of the present invention, and the fourth metal plate for fixing constitutes the "second fixing means" of the present invention. One end (tip fitting portion) of the first hook portion 147a made of a rigid material is inserted into the opening portion of the first fixing means made of a rigid material provided on the port side bulwark 13L. Is fixed to the ship. At the same time, one end (tip fitting portion) of the second hook portion 147b made of a rigid material becomes an opening portion of the second fixing means made of a rigid material provided on the port side bulwark 13L. It is inserted and fixed to the ship.

On the other hand, one end (tip fitting portion) of the first hook portion 147a made of a rigid material becomes an opening portion of the first fixing means made of a rigid material provided on the starboard side bulwark 13R. It may be inserted and fixed to the ship. In this case, at the same time, one end (tip fitting portion) of the second hook portion 147b made of a rigid material is opened of the second fixing means made of a rigid material provided on the starboard side bulwark 13R. It is inserted into the hole and fixed to the ship. Even when the first and second fixing means shown in FIG. 11 are used, the convenience that the life-saving ladder does not get in the way in normal times and the stability and efficiency of the life-saving ladder in an emergency are both satisfied (compatibility). Tability) is achievable, and it is also possible to quickly save a person who has fallen even in rough seas using a life-saving ladder.

In the above description of the representative embodiment, a small vessel having a total ton number of about 5 tons has been described as a representative example. However, the present invention relates to a ship having a gross tonnage of about 6 tons or more, for example, a ship having a gross tonnage of 20 tons or more and a length of 10 m or more, according to the scale of the ship, the first support column 143a and the second support column 143b. of is equally applicable by adjusting the length L _1. When the vertical distance to the upper deck lower surface becomes long from the bottom surface of the keel in the middle of the ship, the length L ₁ of the first strut 143a and a second strut 143b is long. The length L ₁ of the first strut 143a and a second strut 143b is too long, sometimes life-saving ladder according to a representative embodiment is less likely to temporarily installed in relation to the height of the ceiling of the wheelhouse. Further, if the length L ₁ becomes too long, the life-saving ladder according to the representative embodiment becomes heavy, and there is a problem that operations such as movement of the life-saving ladder become difficult, but the life-saving ladder according to the representative embodiment has a total ton number of about 100 tons. It can be understood from the purpose of the above description of the representative embodiment that the same applies to ships.

It is also possible to appropriately combine some of the technical ideas described in the above-mentioned representative embodiment and other embodiments with each other. As described above, it goes without saying that the present invention includes various embodiments not described here. Therefore, the technical scope of the present invention is defined only by the matters specifying the invention relating to the claims, which can be interpreted as appropriate from the above description.

11 ... Wheelhouse (Funabashi), 12L, 12R ... Side side outer plate part (side side outer plate part), 13R, 13R ... Side 墻 (Bullwork), 14 ... Lifesaving ladder, 15 ... Holding part, 16 ... Deck, 112a ... No. 1 holding hole, 112b ... second holding hole, 131a ... first reinforcing metal plate (first fixing means), 131b ... second reinforcing metal plate (second fixing means), 134b ... third Reinforcing metal plate (first fixing means), 134a ... Fourth reinforcing metal plate (second fixing means), 131p ... First fixing metal plate (first fixing means), 131q ... Second fixing Metal plate (second fixing means), 132a ... 1st fitting pipe (first fixing means), 132b ... second fitting pipe (second fixing means) 133a ... 4th fitting pipe (second fixing means) , 133b ... 3rd fitting pipe (1st fixing means), 141a-141h ... tread, 142 ... held portion, 143a, 143c ... 1st support, 143b, 143d ... 2nd support, 144a ... 1st reinforcing handrail , 144b ... 2nd reinforcing handrail, 145a ... 1st support part, 145b ... 2nd support part, 146a ... 1st reinforcing arch part, 146b ... 2nd reinforcing arch part, 147a ... 1st hook part, 147b ... 2 hook part

Claims (6)

Rigid ladder-shaped body and
A first hook portion having rigidity, one end facing downward, and the other end fixed to the upper end of the first support column constituting the main body portion.
A second hook portion having rigidity, one end facing downward, and the other end fixed to the upper end of the second support column constituting the main body portion.
A held portion whose upper end is fixed to the lower ends of the first and second columns,
One end of each of the first and second hooks is inserted into the opening of the rigid first and second fixing means provided on the side of the ship, respectively, and is inserted into the ship. A life-saving ladder characterized by being fixed. A first reinforcing handrail in which the upper part of the first strut is a lower chord member and an upper chord member parallel to the first strut constitutes a first Vierendeel truss.
A second reinforcing handrail that constitutes the second Vierendeel truss with the upper chord material parallel to the second strut, with the upper part of the second strut as the lower chord material.
The life-saving ladder according to claim 1. A first reinforcing arch portion connecting the intermediate portion of the first hook portion and the upper end of the upper chord member of the first vierendeel truss with a rigid joint, and a first reinforcing arch portion.
A second reinforcing arch portion connecting the middle portion of the second hook portion and the upper end of the upper chord member of the second Vierendeel truss with a rigid joint, and a second reinforcing arch portion.
The life-saving ladder according to claim 2. Ladder-shaped main body, one end facing downwards, the other end fixed to the upper end of the first column constituting the main body, one end facing downwards, the other end The structure includes a second hook portion whose portion is fixed to the upper end of the second column constituting the main body portion, and a held portion whose upper end is fixed to the lower ends of the first and second columns, and has a structure as a whole having rigidity. A ship that has a life-saving ladder on hand
On the deck,
A bulwark that surrounds the perimeter of the deck and has first and second fixing means on the upper end surface that can be fixed by inserting the one end of each of the first and second hooks, respectively. When,
A wheelhouse arranged on the deck, having first and second holding holes in a part of the ceiling into which one end of each of the first and second hooks is inserted, respectively. Further, a wheelhouse having a holding portion for accommodating the held portion on the side wall, and a wheelhouse.
A vessel characterized by being equipped with. The first fixing means has a first through hole formed in the upper end surface and a second through hole fixed on the upper end surface and having the same diameter as the first through hole. It is composed of a first metal plate for fixing, which is a metal plate having a thickness of 5 to 30 mm.
The second fixing means has a third through hole formed at another position on the upper end surface and a fourth through hole fixed on the upper end surface and coaxial with the third through hole and having the same diameter. The ship according to claim 4, wherein the ship is composed of a second fixing metal plate which is a metal plate having a through hole and a thickness of 5 to 30 mm. The first fixing means is
The first through hole formed in the upper end surface and
A first reinforcing metal plate metal plate fixed on the upper end surface and having a second through hole coaxial with the first through hole and having the same diameter as the first through hole.
It has the same outer shape as the inner diameter of the second through hole and is rigidly joined to the first reinforcing metal plate metal plate, penetrates the first through hole, and downwards from the second through hole. Including the first mating pipe that extends
The second fixing means is
A third through hole opened at another position on the upper end surface,
A second reinforcing metal plate fixed on the upper end surface and having a fourth through hole coaxial with the third through hole and having the same diameter.
It has the same outer shape as the inner diameter of the fourth through hole and is rigidly joined to the second reinforcing metal plate metal plate, penetrates the third through hole, and downwards from the fourth through hole. The ship according to claim 4, wherein the ship includes an extending second fitting pipe.

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