SE469068B - SYSTEM FOR FIXED VEHICLES AND MARINE ANCHORES - Google Patents

Description

469 068 that it is easiest to continue to use the same model for fixed anchorages. The ship anchor is replaced with simpler natural stone with drilled steel loop or cast concrete stone, but at the same time you get more wear points from the loop in the middle (see Fig.3).

The anchor is laid out a good ldit from the pontoon. The suspension effect can be increased, by attaching additional weights to the parabolic curve with fixed anchors. In shallow water where the chain length is shorter, and then with relatively lower dead weight this is necessary. reduce the swaying force in tight spaces. The maximum load of the anchorage occurs 'when the connection length is stretched by eg strong winds and the floating fabric at the same time in its own movement comes in phase with the water waves' lifting force.While the ship soon eases its anchor and continues the journey, For example, the pontoon's fixed mooring is made once and for all. But the chain length in the water always rusts off. Iron is a metal that is easily oxidised. land in a normal air environment, this lasts well and for a long time. In the water, an electric current immediately arises in the steel material with the water as the electrolyte. This electrochemical reaction attacks steel.which during oxidation changes from its solid form to porous decomposition1.First the galvanized surface is first eaten up, when in the electrolyte environment local elements are formed on the surface where the zinc is lower on the voltage chain between the different metals1.As long as there is zinc left the iron is protected in the electrochemical process.At the same moment as the galvanized chain enters the water, however, this attack has begun, and when the zinc is consumed the iron continues to oxidize.Saltier water gives stronger electrolyte and faster reaction with shorter shelf life as a result, The combination of different metal materials gives separate small galvanic elements, where the one lower on the voltage chain oxidizes faster. "A chain length is never stronger than the weakest link". Even the growth, which starts quickly in the water, seems to strengthen the electrolyte in the chain's immediate environment, thereby accelerating corrosion The above applies in the same way to the steel loop, which forms the chain attachment in the anchor stone. A downgrading of the material of over 20% forces replacement of 469 068 the entire chain length. An equally large reduction of the anchor loop, forward also forces replacement of the entire anchor. A wall thickness of 1/2 inch lasts 5-6 years in our waters here in the Baltic Sea, and should be In order to eliminate these inconveniences and costly disadvantages of today's sea anchorages, a sea anchorage system has been developed in which the ideas for the most essential new, as stated in the patent claims, are combined with general solutions for a practical finding.

The external conditions for sea anchorages for piers, boats etc. are different for each place. The seabed level or slope can consist of everything from soft sludge to solid rock. The location in the water can be a protected bay, or directly next to the fairway. floating fabric is affected by and wave reflections. Different large floating fabrics of course require different dimensioned anchors. For a bridge fixed with several anchors, a type is used, for a simple sway buoy another type is required. Different needs to be able to control the underwater part spec. The design of the three main components according to the above connection length, anchor and transition to the moored buoyancy fabric is carefully selected and adapted to cope with the special design and design, especially as these conditions, type of anchorage and spec. marine environment.The anchoring system as a whole succeeds in combining to meet these technical requirements and this adapted material ial quality with the bridge owner's and boat skipper's desire for good economy with the lowest possible costs, among other things through the reuse of material discarded from its primarily intended area of use and which here otherwise constitutes a growing waste problem. This new anchoring system is described by a simple standard design intended for common conditions out here in the Stockholm archipelago. Designs that are then intended to adapt the anchorage to soft or solid seabed, shallow water, water with a lot of wave movements, etc. can be varied in the most suitable way for those skilled in the art as well as special details for extra abrasion protection etc. , and is limited only by the claims Reference is made to the accompanying sketches on these are shown. 469 068 Fig. 1: Overview. Two fixed anchors of a floating bridge according to the invention, seen in a view from the bottom. One to a bridge bracket as a lashing winch, the other with a coarse chain as a transition.

Fig.2: Detail. The special anchor here also with a smaller anchor connected as an extra shock absorber.

Fig.3: Illustration. How the large fastening loop and the other rubber loop connected in it take the footing material out of the wear points of the anchor stone.

The first of the three main components as above is the length of the connection between the anchor and the anchoring object at the surface. The ancient coarse hemp trains sucked water and rotted off. we get, when the yarn in the strands of the rope is made up of long fibers. While the longest natural fibers (hemp, manil1a etc.) are of course limited, the synthetic man-made fibers can be made of any type of silk. Rope wood in man-made fibers becomes more than twice as strong and can be selected with a weight and dimension correspondingly smaller. Moisture absorption is very small, so the tensile strength is unchanged in the water. Extra water repellency can easily be obtained with impregnation. While hemp leaves must always be tarred, the synthetic fiber remains unaffected by water.

Living organisms do not attack, we must not rot, no mold.

For a comparison with a chain of the same tensile strength, the quality should actually be stainless for an equivalent shelf life. But if you take the considerably cheaper galvanized, the m-price of the man-made fiber material is about 60% lower! the mooring material hangs completely free in the water. On the other hand, these are compared to the insensitive chain elastic in themselves. Designed as woven straps facilitates the use of the mooring material. A strap with the same tensile strength as 1/2 inch chain does not have to be wider than 50 mm. We recognize the straps from our seat belts, load lashings etc. The straps are sewn according to the formula number of stitches / cmx stitch lengthx number of stitchesx x thread breaking strengthx0.85 (loss factor) with the seams always at an angle to the warp threads either in single or double 469 068 The double loop enables control and possible replacement of the entire belt from surface level, by pulling it around as the belts are protected against wear and tear at their most exposed in places at the transitions at the top and bottom with molded-up plastic material, sewn-on wear socks, etc.

The other of the three main components is the anchor. In the standard version, this consists of a concrete block (see Fig. 2). In this, a tire frame, for example, a complete but out of road traffic decommissioned ordinary car tire is cast in half (l), to function as a large anchor loop here. The tire's two edge wire rings become two even wire loops firmly attached to the concrete. These are elastically held together by the cord fabric, steeled1n everything inside the outer sludge rubber, which after vulcanization of the tire always strives to reproduce This is its round shape. In a normal 15 'tire, each edge thread consists of about 15 1 mm threads inside the rubber. Each of the two edge threads thus has a wall thickness corresponding to just over 1/2 inch of chain, eg This has normal tensile strength of about 5 tons. Tensile tests performed with a dynamometer confirm that the tire holds more than this, even though the tire is such that it is discarded for further road traffic. Before the casting in the anchor, the tire is opened in one place, and this cut The seal (5) is then cast in at the bottom. Through the casing (5) also before the casting a similar but completely untouched without cut other tire carcass (3) has entered. This second inlaid rubber tire takes with its special external wear surface up existing mechanical abrasions against the anchor stone, and offers continued connection length free water (Fig.3). Together, the rubber tires form an elastic transition to the anchor weight, which serves to fulfill the desire for shock absorption. The inner diameter of a 15 'tire is 37.5 cm and can be stretched up to 20 cm. Diagonal-laid cord fabric makes the elasticity slightly slower than radial-laid cord fabric. To protect the contact surfaces between the two internally linked tires (lo 3), even before the casting in each of these, a slightly smaller eg 13 in 15 'called s1itagedäck (2 o 4) .These only task is to take Jnötningarnai at the abutment surfaces and completely protect the outer tires (lo 3), which stands for tensile strength. Wear- 469 068 tires (2 o 4 ) benefits oc In the case of tensile stresses, the force attacks on their respective outer tires (1 or 3). The friction in the contact surfaces is also reduced by the fact that the tare weight of the tires has decreased at the bottom, and the water can also be considered to lubricate somewhat.

The concrete anchors are always cast rectangular, taking into account the dimensions of the casting deck (l) of the smallest possible width. as narrow as possible, in order to get the mooring material out as far as possible (Fig.3). larger transition. The transition between the belt and the anchoring tire (3) takes place through a U-shaped hose, preferably oval to the width adapted to the belt (6). The hose (6) is fastened around the tire, by its inner legs being extended and folded for riveting or tied with a small narrow band around through the hose. In the hose (6) the band runs through the anchoring tire (3) with the least possible friction. In shallow water and water with large wave movements, extra A second considerably smaller anchor is also cast, the fastening loop of which is coupled to the second deck of the first anchor, and the mooring material is moved from the second deck of the main anchor to the second deck of the second anchor, which is identical to the second deck of the main anchor (Fig. An alternative shock absorption can be done in this system by laying several tire carcasses one after the other, and. are thus linked to the tread surfaces against each other by, for example, a stainless steel flat sheet, which is formed across the tires at each point of contact and welded or bolted there to a resulting straight chain of externally linked rubber tires, which inserted in the mooring serves as an extra shock-absorbing elastic length.

In the standard embodiment described here, the transition to the moored floating fabric finally consists of a 1-2 m long chain from the bridge bracket, buoy, etc. This refers to protecting the belt from possible abrasion of the ice, which we have here in winter and also from other wear risks, such as can occur around the 'bridge deck.If the chain stump' n- AšQ nine FU / UUQ is chosen in a much coarser dimension than what the tensile strength itself requires, this can, despite the corrosion reduction, have a shelf life of the 15 years, which the anchorage is otherwise least expected to hold. Since the straps have no dead weight in the water, this meter-long chain functions as a balancing of the buoy in the water.

Regardless of the water depth, you can maintain one and the same size of the buoy's float. In the anchoring version with chain all the way down, you have to stick with an ever larger buoy at increasing water depths. lake, dampens the chain stub directly during these movements and thus reduces the friction in the strap bracket in the lower link under the water. This bracket is specially forged as a simple triangle, a shackle or similar of sufficient width for the particular strap used here. The strap moves most in. this point and is worn with abrasion protection as needed. Especially for bridge anchors, you can omit the chain transition, and attach the mooring band from the bottom of the anchor to the bottom in a specially fastened winch in the bridge designed as a small lashing winch.

This facilitates adjustments of the belt length at water level changes. The belt wound on the winch roller has eliminated the frictional wear in the upper transition (Fig. 1).

All layouts of fixed moorings as described above for the new system shall be made only in the presence of divers. Care must be taken to ensure that the mooring strap hangs freely in the water, and that the abrasion protection of the upper and lower transitions is correct. el.mer.All the anxious inspections of the chain anchors with always dubious decisions about when to replace the rusting chain steel disappear at the same time as the large material and labor costs that each replacement entails. The differences between the chain design and the new anchorage increase progressively with increasing water depth. the overall picture of this new system also includes that for the manufacture of a single chain anchorage for eg 10 m water depth, 10 corresponding in the new system can be manufactured at the same cost and energy input. The quality of the system lies in the fact that based on the prevailing conditions given the technical solutions offer the opportunity to turn materia1, which is maintenance-free in the special marine environment. and at the same time very easily accessible on the market, to some extent even recovered from surplus production. Improvement through simplification.

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Claims (5)

10 J> CA \ D CD O \ Gb PATENTKRAV. 1.System for fixed mooring of floating fabric, for example floating jetties, pontoons, buoys, boats, etc. which mooring consists of an anchor in the form of a cast stone, a ring anchor or the like, characterized in that as a fastening loop on the anchor one or in parallel several rubber tires, preferably a car tire or the like that in the rubber tire (1) inserted as a fastening loop is inserted a part acting as a chain link, suitably 'formed by one or more second tires (3) and that between this second rubber tire (3) and the floating fabric is inserted mooring material in man-made fiber material. Mooring according to patent claim 1, characterized in that the first rubber tire or the first rubber tires (1) are partly suitably half-molded into the anchor that inside this (1) a few inches smaller tire is laid (2) and also its lower half is cast in the concrete. Mooring according to claim 2, characterized in that the first rubber tire. or 'the first. the rubber tires (1) together with their inserted smaller tires (2) are provided with a complete cut (5) across the tires to enable the second rubber tire or rubber tires (3) acting as a chain link to be affixed to the first rubber tire or the rubber tires (1) that this cutting section (5) is part of the first rubber tire or the first rubber tires (1), which are molded into the anchor and lie at the bottom. Mooring according to patent claim 3, characterized in that also the second tire (3) which is internally linked in the first (1) has a correspondingly a few inches smaller tire inlaid. ll 469 * 068 Mooring according to claim 1, characterized in that several rubber tires lay adjacent to each other, and are thus linked together with the tread surfaces towards each other by, for example, a stainless steel plate, which is formed across the tires' at. each contact point and welded or bolted there to a straight chain of externally linked rubber tires, which inserted into the mooring serves as an extra shock-absorbing elastic length.