US3793974A - Marine transport - Google Patents

Marine transport Download PDF

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Publication number
US3793974A
US3793974A US00187537A US3793974DA US3793974A US 3793974 A US3793974 A US 3793974A US 00187537 A US00187537 A US 00187537A US 3793974D A US3793974D A US 3793974DA US 3793974 A US3793974 A US 3793974A
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vessel
cargo
hold unit
cargo hold
dock
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US00187537A
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J Bylo
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/02—Hulls assembled from prefabricated sub-units
    • B63B3/08—Hulls assembled from prefabricated sub-units with detachably-connected sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
    • B63B25/004—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for containers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/40—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting marine vessels

Definitions

  • ABSTRACT An integrated marine transport system for joint or separate commercial and military uses in which a plurality of cargo containers, each sized to define the entire cargo carrying space of a vessel, are each separably mated with cooperatively configured vessels provided for moving the containers from port to port.
  • the system also includes dock facilities configured to mate with the cargo containers and to receive and to dis charge the containers directly from and to the vessels.
  • the system also includes in-port vessels for transferring the containers from the port-to-port vessels to the docksv Also described is a novel docking arrangement useful in conjunction with the vessels and the cargo containers to provide port and cargo handling facilities in undeveloped areas.
  • PATENTED FEB28 I974 sum 03 of 1s 0 O O O Ennazsxsn sum 05 HF 1'5 m awn m PATENTED FEBZS I974 sum 08 or 15 PAIENTEDFEBZGIQM 3,793,974
  • This invention relates to marine transport systems and to procedures and structures in furtherance thereof. More particularly, the invention relates to a marine transport system in which modularization of cargo holds, docks, and transport vessels is maximized, the cargo holds preferably defining the entire cargo carrying capacity of a given vessel in the system and being interchangeable between vessels.
  • the cargo is transferred from the transit shed to dockside; in this process, the cargo is handled both upon removal from the transit shed and upon deposit at dockside. Still later, the cargo is removed from dockside to the cargo hold of the ship by the use of the cargo handling gear located either at dockside or upon the vessel; this procedure involves two additional cargo handling operations.
  • Upon deposit of the cargo within the vessel it is frequently moved within the vessel by stevedores since the cargo handling gear of a conventional shelterdeck vessel, for example, does not provide access to all cargo stowage locations of the vessel.
  • 2 reverse cargo handling procedure is involved. Therefore, it is seen that approximately sixteen separate cargo handling procedures are involved in the marine transport of cargo from original source to ultimate destination.
  • Each cargo handling operation involves manual labor performed with or without the assistance of mechanized cargo handling devices. It is well known that labor cost, rather than equipment cost, is the single most expensive item in any process performed practically anywhere in the world at the present time, particularly so in the United States.
  • This invention provides a unique and highly efficient marine transport system which takes utmost advantage of the structures and methods described in my prior U.S. Pat. Nos. 2,371,149 and 3,139,197 and 3,349,742, if desired.
  • the cargo hold unit functions much like a movable transit shed or warehouse, reference in this respect being had to the foregoing description of conventional break-bulk cargo handling techniques; it will be understood, however, that the cargo hold unit does not comply with the technical definition of a transit shed as concerns aisle spaces and the like.
  • cargo is handled once to transfer cargo from a manufacturera warehouse to a surface vehicle, a second time to transfer the cargo from the vehicle to the cargo hold unit, and twice again in the transfer of the cargo from the hold unit to a surface vehicle at the destination port and from the surface vehicle to the destination warehouse; in total, then, the present cargo handling system contemplates only four cargo handling operations in which manual effort is involved to any significant respect.
  • handling costs attendant to transfer of a hold unit to or from the transit vessel involves minimum personnal and manual effort and is, therefore, insignificant in terms of contribution to the total cost of shipment of cargo by this system.
  • the basic element or module of the present marine transport system is the ship-size container or cargo hold unit.
  • the hold unit is standarized (i.e., modularized) in certain of its basic external dimensions and configurations, but its internal structure and remaining external features may be varied to accord with the specific requirements of particular commodities and cargo types. That is, while a cargo hold unit specifically tailored for use in shipping newsprint, for example, may appear externally to be essentially identical to a cargo hold unit tailored specifically for the transport of, say, bananas, internal cargo handling devices and environmental control facilities would be markedly different between these two basic containers. If desired, a cargo hold unit for use in a system of this invention may be constructed essentially as an automated warehouse for essentially automatic receipt and discharge of individual cargo units.
  • the system contemplated by this invention permits variation in the design and outfitting of the vessels of the system to comply with the requirements of the ports between which they would normally operate, and also to conform to the particular sea-keeping criteria pertinent to the routes along which the particular vessels would normally be operated.
  • a given transit ship especially where this invention serves commercial rather than military purposes, would run cyclically between two adjacent ports, say, from Los Angeles to San Francisco, California, and that a separate vessel would be operated on a shuttle route between San Francisco and Portland, Oregon, for example.
  • the system of this invention contemplates that individual transit vessels would merely cycle back and forth between adjacent ports on a particular shipping route, whereas the cargo hold units may be moved serially along a greater route from port to port, picking up or discharging cargo in each port as desired.
  • Such usage of a given transit vessel between only two specified ports has significant and substantial benefits in terms of shipboard operating personnel; ship crews may spend most of their nights ashore rather than aboard ship, thereby permitting a simplification of the crew facilities aboard the transit vessel and providing a substantial net reduction in operating cost to the ship owner.
  • the system of this invention contemplates the use of specially designed in-port vessels suited for receiving a cargo hold unit from a transit dock facility located in an outer harbor, for example, to a working dock facility located at the inner harbor, at which location cargo is actually worked, i.e., taken from or placed in the individual cargo hold unit.
  • the in-port transit vessel may have propulsion machinery designed to produce a highly maneuverable, but rather low speed vessel, whereas the port-to-port transit vessels may be designed and equipped for maximum speed and seakeeping ability, but only nominal maneuverability.
  • the transfer dock facility which forms the interface between the port-to-port transit vessel and the in-port transfer vessel preferably is located at the outer harbor of a given port and is configured to permit economic usage thereof by both the transit vessel and the in-port vessel.
  • the working dock facility at any given port need only be configured to mate with a particular in-port vessel and the standarized, molularly designed cargo units.
  • the cargo hold unit is the basic module involved, and that the transit vessels, in-port vessels, and the transfer dock and the working dock facilities are all cooperatively structured and arranged to cooperate with the cargo hold unit but may otherwise be varied in structure, proportions and arrangement to meet the peculiar limitations imposed by their own environment and specific use.
  • this invention comprises a plurality of modular cargo hold units of standardized lower configuration and dimension. At least some of the hold units are buoyant when loaded and have hatches provided through the top thereof; cargo handling equipment of substantially conventional arrangement is located adjacent the hatches and is operable for working cargo in the hold unit through the hatches. Some of the hold units, including those with top hatches, have closable access means laterally into them; these access means are openable for working cargo in the units through the access means.
  • the system also includes a self-propelled vessel for moving cargo hold units between a plurality of ports served by the system.
  • the vessels are configured to interchangeably mate with the hold units, to support the hold units, and to secure the hold units from shifting relative to the vessels.
  • dock means for supporting a hold unit independently of a vessel for working of cargo in the unit through the access means.
  • This invention also provides vessels arranged for moving hold units within a given port facility between a cargo-working dock and a transfer dock at which the between-port vessels may pick up and deposit hold units; according to the invention, the transfer docks preferably are located in the outer areas of the port and are arranged for buoyantly receiving and discharging hold units.
  • This invention further involves specific improvements in transfer dock structures, transfer vessels, and in working dock arrangements.
  • This invention also provides improvements in the structure of portable docks particularly suited for military applications of this system. It is a feature of the basic commercial system described above that is is compatible with military logistics and transport requirements to the end that the same cargo hold units useful in commercial marine transport systems are useful in an improved military cargo transport system which is also a part of this invention.
  • FIG. 1 illustrates, relative to the United States, a commercial marine transport system according to this invention
  • FIG. 2 is an enlarged illustration of the portion of FIG. 1 which pertains to the West Coast of the United States;
  • FIG. 3 is an elevation view of a port-to-port transit vessel for use in the system depicted in FIGS. 1 and 2;
  • FIG. 4 is an elevation view of an in-port transfer vessel suited for use in the system of FIGS. 1 and 2;
  • FIG. 5 is an elevation view of the vessel shown in FIG. 4 illustrating another stage in the operation of such vessel;
  • FIG. 6 is a fragmentary cross-sectional elevation view of the vessel shown in FIGS. 4 and 5;
  • FIG. 7 is an elevation view of another in-port vessel useful in the transport system illustrated in FIGS. 1 and
  • FIG. 8 is an end elevation view of a transfer dock facility for use in the system according to this invention
  • FIG. 9 is an elevation view of a working dock facility according to this invention.
  • FIG. 10 is a side elevation view of a portable working dock facility according to this invention.
  • FIG. 11 is a cross-sectional elevation view taken along line 11-11 of FIG. 10;
  • FIG. 12 is an enlarged fragmentary plan view taken along line 12-12 of FIG. 10;
  • FIG. 13 is an elevation view of the dock of FIG. 10 installed adjacent an unimproved beach or the like;
  • FIG. 14 is an end elevation view of the structure shown in FIG. 13 showing a cargo hold unit engaged with the dock;
  • FIG. 15 is a top plan view of a transit vessel, fitted with a cargo hold unit, towing a pair of portable working dock structures
  • FIG. 16 illustrates a military transport and logistical support system according to this invention
  • FIG. 17 is a perspective view of a military transit vessel and a pair of cargo hold units specifically suited for military application;
  • FIG. 18 is a perspective view of another multi-cargo hold unit transport vessel especially suited for military use in combination with cargo hold units of the type suited for commercial use as contemplated by FIG. 3;
  • FIG. 19 is a cross-sectional elevation view taken along line 1919 of FIG. 18;
  • FIG. 20 is aschematic diagram of a manufacturing and marketing system incorporating the marine transport system illustrated in FIGS. 1 and 2, for example;
  • FIG. 21 illustrates, relative to the western part of the United States and Canada, another commercial marine transport system
  • FIG. 22 is a perspective view of a port facility for the transport system represented in FIG. 21;
  • FIG. 23 is a perspective view of another port facility for the system represented in FIG. 21;
  • FIGS. 24 and 25 are a schematic elevation view showing two different stages in the hold unit discharge process for the port facility shown in FIG. 23;
  • FIG. 26 is a perspective view of a military weapons platform arranged for movement by a vessel according to this invention.
  • FIG. 1 illustrates the general functioning of a commercial marine transport system 10 serving the West Coast 11 and the East Coast 12 of the United States.
  • this system is not restricted to service of coastal ports, nor is it restricted only to commercial service.
  • the system also may service inland areas via rivers, and it may be combined with military transport systems operating according to similar principles as set forth in the following description.
  • reference numerals 1 3-19 designate, respectively, the following ports relative to which system 10 is described in detail:
  • system 10 includes a plurality of port-to-port transit vessels 20 (see FIG. 3) which cooperate with a greater plurality of modular, i.e., generally dimensionally and functionally standardized, cargo hold units 22 (see FIGS. 3 and 9).
  • the system also includes, in each port comprehended by the system, at least one and preferably several working dock facilities, a transfer dock facility, and an in-port transfer vessel.
  • At least as many transit vessels 20 are provided as there are shipping runs between adjacent ports. That is, FIG. 1 illustrates a transport system comprehending a total of twenty-two ports which correlate to twenty-one adjacent pairs of ports. Additional transit vessels may be required on shipping runs where cargo traffic is particularly heavy, or on runs where the distance between adjacent ports is large, as on the shipping run via Panama Canal 23 between San Diego 13 and Corpus Christi, Texas 24.
  • Cargo hold units 22 of system 10 are all standardized as to selected external dimensions, arrangements and configuration. Each hold unit defines a structural shell 25 (see FIG. 9) which encloses a cargo space 26.
  • cargo space is horizontally subdivided by internal decks.
  • the hold units are modular in design.
  • Each hold unit defines means which cooperate with a transit vessel to secure the hold unit in place on the transit vessel during ocean passage of the vessel.
  • such means includes a rib 30 which depends from the lower extent of the hold unit, and which cooperates in a correspondingly controured recess 31 (FIG. 3, and see also FIG. 19) within the deck of the transit vessel which supports the hold unit when the hold unit and the vessel are mated.
  • the interior of the rib defines a portion of cargo space 26.
  • the cargo hold units are made as large as possible. Preferably the hold units have capacity to receive at least 5,000 tons of average density cargo.
  • the transit vessels are sized to be large enough to receive and support at least one cargo hold unit (see FIG. 3), to provide sufficient ballast capacity 32 that the vessel may be buoyantly raised and lowered into and out of engagement with a loaded cargo hold unit as described below, to provide suitable accommodations 33 for operating personnel, and to provide space for propulsive machinery 34 and ballast pumps 35.
  • the majority of the transit vessels present in system be like vessel (FIG. 3), namely, a carrier for a single hold unit which, when mated with the vessel, defines the entire cargo carrying capacity of the vessel.
  • the cargo hold unit therefore, will be seen to resemble a movable cargo warehouse.
  • FIG. 18 illustrates a multi-unit transit vessel 130 which may be used to advantage in system 10.
  • Each transit vessel consistent with the requirement that it be standarized to mate with the modular cargo hold units, preferably is adapted specifically to the particular route along which it operates in system 10.
  • the transit vessel which operates between, say, Los Angeles 14 and San Francisco 15 may possess different propulsion and maneuvering equipment, hull form, and personnel accommodations than the transit vessel which operates between, say, Boston 37 and Portland, Maine 38 in view of the different average sea and weather conditions and the peculiarities, such as effective water depth, of the harbors serviced.
  • each port serviced by system 10 includes at least one working dock facility 40, and it is preferred that each port be equipped with a plurality of such dock facilities.
  • the working dock facilities are located in an inner harbor area where surface vehicles may have ready access to the dock facilities; a working dock facility may constitute a portion of a manufacturing operation located within the port area.
  • the term working dock facility is used to describe a dock structure where cargo is worked (loaded or unloaded) relative to a cargo hold unit engaged with and supported by the dock structure.
  • Working clock 40 shown in FIG. 9 defines a vessel slip 41 between two parallel piling arrays 42.
  • the pilings 43 in each array are all vertical and are driven into harbor bottom 44 to have their upper ends located well above water surface 45.
  • the pilings of each array preferably are arranged in two rows of pilings disposed parallel to the length of slip 41, which rows in each array are spaced apart a distance greater than the width of a ballastable buoyant unit 46 located between the rows.
  • Each buoyant unit carries a plurality. of rollers 47 which cooperate with the opposed faces of the pilings in the two rows of the corresponding array for maintaining the buoyant unit in place between the pilings and for guiding the buoyant unit in vertical movement along the pilings.
  • each buoyant unit 46 may be defined by a midship vessel bottom section according to the disclosures of my prior U.S. Pat. No. 3,349,742; such a practice enables maximum possible standardization of the structures used in system 10 and thereby results in minimum cost to install and operate the system.
  • Piling arrays 42 are spaced sufficiently far apart that slip 41 is wide enough to accommodate a vessel, possibly a port-to-port transit vessel 20 but preferably an inport transfer vessel 49 described below, which carries a cargo hold unit 22.
  • An access deck 50 is supported by the upper ends of the pilings in each array, and preferably both decks 50 of the dock structure are located in a common plane.
  • the access decks are sufficiently strong that they can support fork-lift trucks 29 and such other vehicles and equipment as may be used to work cargo in a hold unit engaged with the dock structure. It is preferred that the opposing edges 51 of the access decks be spaced apart a distance which is only slightly greater than the width of cargo hold unit 22.
  • Each buoyant unit 46 carries means which are engageable with a cargo hold unit to support the hold unit above water surface 45 upon removal from slip 41 of the vessel which conveyed the hold unit to the working dock facility. As shown in FIG. 9, each buoyant unit 46 carries a plurality of retractable beams 53 which are disposed transversely of the length of slip 41.
  • the beams are movably mounted to the upper extent of each buoyant unit for movement between (1) a retracted position in which the adjacent ends 54 of the beams are disposed outwardly of access deck edges 51 from the slip, and (2) an extended position in which (a) the beams extend in cantilever fashion inwardly of the slip and (b) ends 54 of opposing beams are spaced apart a distance less than the width of a cargo hold unit but greater than the maximum width of the depending rib 30 of a cargo hold unit.
  • the beams In their extended position, the beams are arranged for supporting a cargo hold unit by engagement with the downwardly open marginal flange-like surfaces 55 of the hold unit outwardly of and parallel to rib 30.
  • Suitable bearings 56 are disposed between the beams and the buoyant units to movably support the beams on the buoyant units.
  • Pilings 43 need have only sufficient strength to support access decks 50 and to withstand whatever lateral loads may be imposed upon the pilings by the buoyant

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transportation (AREA)
  • Ship Loading And Unloading (AREA)
  • Lubricants (AREA)
US00187537A 1971-10-07 1971-10-07 Marine transport Expired - Lifetime US3793974A (en)

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US18753771A 1971-10-07 1971-10-07

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US3793974A true US3793974A (en) 1974-02-26

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US00187537A Expired - Lifetime US3793974A (en) 1971-10-07 1971-10-07 Marine transport

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US (1) US3793974A (enExample)
JP (3) JPS4846080A (enExample)
CA (1) CA975705A (enExample)
DE (1) DE2248381C2 (enExample)
GB (1) GB1402870A (enExample)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3934530A (en) * 1974-10-17 1976-01-27 Inter-Hull Transport vessel for floating onloading and offloading of cargo
US4309953A (en) * 1980-01-14 1982-01-12 Plantinga John R Van Cargo handling system for a marine cargo vessel
WO1992014667A1 (en) * 1991-02-18 1992-09-03 Andersson Per Olof A marine cargo container transport system, where containers are arranged on platforms according to their destination
WO1992019490A1 (en) * 1991-05-03 1992-11-12 Kvaerner Mandal A.S Method for ferry transport of vehicles and a ferry system for transport of vehicles
US20070216541A1 (en) * 2004-04-16 2007-09-20 Kroecker Stephan V Maritime port inspection and ingress control
CN111762287A (zh) * 2019-04-01 2020-10-13 马士基供应服务股份有限公司 在船舶与海上设施之间固定和转移负载的方法及其设备
US11008073B2 (en) * 2019-04-01 2021-05-18 Phoenix Ii A/S Method of securing and transferring a load between a vessel and an offshore installation and an apparatus therefor

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS549885A (en) * 1977-06-24 1979-01-25 Mitsui Eng & Shipbuild Co Ltd Coastal tanker
DE3100596A1 (de) * 1981-01-10 1982-08-26 IWTS Consulting Engineers GmbH, 6200 Wiesbaden Verfahren und einrichtung zum transport von fluessiggas
DE4229670A1 (de) * 1992-09-01 1994-03-03 Henrik Muhs Leicht transportables Tauchfahrzeug
US6550408B1 (en) * 2001-12-19 2003-04-22 Hermann J. Janssen Method and apparatus for loading and unloading cargo from a twin-hull sea-going ship

Citations (5)

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Publication number Priority date Publication date Assignee Title
US3139197A (en) * 1962-04-23 1964-06-30 John J Bylo Structure for loading and unloading cargo
US3380422A (en) * 1966-01-13 1968-04-30 Us Lines Inc Cargo vessel
US3508514A (en) * 1966-04-04 1970-04-28 Vienna Arthur W Cargo ships
US3556036A (en) * 1968-12-11 1971-01-19 Paul S Wells Deep sea cargo vessel
US3557742A (en) * 1967-11-21 1971-01-26 Vickers Ltd Cargo vessels

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US1107741A (en) * 1912-09-28 1914-08-18 Frederick A Ballin Unit-cargo vessel.
US2587505A (en) * 1945-10-25 1952-02-26 Bigelow Sanford Carpet Co Pile fabric floor covering and pile yarn therefor made from cleaned and degreased wool sliver
US2924947A (en) * 1955-01-07 1960-02-16 Peterson Ole Caisson
US3417721A (en) * 1966-04-04 1968-12-24 Vienna Arthur William Cargo ships
US3587505A (en) * 1970-04-23 1971-06-28 Paul S Wells Partially submersible carrier vessel

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3139197A (en) * 1962-04-23 1964-06-30 John J Bylo Structure for loading and unloading cargo
US3380422A (en) * 1966-01-13 1968-04-30 Us Lines Inc Cargo vessel
US3508514A (en) * 1966-04-04 1970-04-28 Vienna Arthur W Cargo ships
US3557742A (en) * 1967-11-21 1971-01-26 Vickers Ltd Cargo vessels
US3556036A (en) * 1968-12-11 1971-01-19 Paul S Wells Deep sea cargo vessel

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3934530A (en) * 1974-10-17 1976-01-27 Inter-Hull Transport vessel for floating onloading and offloading of cargo
US4309953A (en) * 1980-01-14 1982-01-12 Plantinga John R Van Cargo handling system for a marine cargo vessel
WO1992014667A1 (en) * 1991-02-18 1992-09-03 Andersson Per Olof A marine cargo container transport system, where containers are arranged on platforms according to their destination
WO1992019490A1 (en) * 1991-05-03 1992-11-12 Kvaerner Mandal A.S Method for ferry transport of vehicles and a ferry system for transport of vehicles
US20070216541A1 (en) * 2004-04-16 2007-09-20 Kroecker Stephan V Maritime port inspection and ingress control
US7436324B2 (en) * 2004-04-16 2008-10-14 Kroecker Stephan V Maritime port inspection and ingress control
CN111762287A (zh) * 2019-04-01 2020-10-13 马士基供应服务股份有限公司 在船舶与海上设施之间固定和转移负载的方法及其设备
US11008073B2 (en) * 2019-04-01 2021-05-18 Phoenix Ii A/S Method of securing and transferring a load between a vessel and an offshore installation and an apparatus therefor
US11136206B2 (en) 2019-04-01 2021-10-05 Phoenix Ii A/S Method of securing and transferring a load between a vessel and an offshore installation and an apparatus therefor
US11161571B2 (en) 2019-04-01 2021-11-02 Phoenix Ii A/S Method of securing and transferring a load between a vessel and an offshore installation and an apparatus therefor
CN111762287B (zh) * 2019-04-01 2022-03-15 菲尼克斯二代有限公司 在船舶与海上设施之间固定和转移负载的方法及其设备
US11560277B2 (en) 2019-04-01 2023-01-24 Phoenix Ii A/S Method of securing and transferring a load between a vessel and an offshore installation and an apparatus therefor

Also Published As

Publication number Publication date
JPS4846080A (enExample) 1973-06-30
JPS5699888A (en) 1981-08-11
DE2248381A1 (de) 1973-04-12
CA975705A (en) 1975-10-07
JPS58481A (ja) 1983-01-05
GB1402870A (en) 1975-08-13
DE2248381C2 (de) 1983-03-31

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