WO1987000137A1 - Improved open cellular containership - Google Patents

Improved open cellular containership Download PDF

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Publication number
WO1987000137A1
WO1987000137A1 PCT/AU1986/000195 AU8600195W WO8700137A1 WO 1987000137 A1 WO1987000137 A1 WO 1987000137A1 AU 8600195 W AU8600195 W AU 8600195W WO 8700137 A1 WO8700137 A1 WO 8700137A1
Authority
WO
WIPO (PCT)
Prior art keywords
container
containers
deck
containership
sidewalls
Prior art date
Application number
PCT/AU1986/000195
Other languages
French (fr)
Inventor
Wilfred Ellis
Original Assignee
Wilfred Ellis
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=3731877&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO1987000137(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Priority to DE8686904050T priority Critical patent/DE3674898D1/en
Priority to BR8606759A priority patent/BR8606759A/en
Priority to AT86904050T priority patent/ATE57349T1/en
Application filed by Wilfred Ellis filed Critical Wilfred Ellis
Publication of WO1987000137A1 publication Critical patent/WO1987000137A1/en
Priority to FI870962A priority patent/FI90848C/en
Priority to NO870887A priority patent/NO870887L/en
Priority to DK114487A priority patent/DK114487A/en
Priority to BG78774(A priority patent/BG51245A3/en
Priority to SE8700941A priority patent/SE8700941L/en
Priority to KR1019870700202A priority patent/KR910000636B1/en
Priority to HK34395A priority patent/HK34395A/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/22—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for palletised articles
    • 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

Definitions

  • This invention relates to improvements in containerships and in particular it relates to improvements intended to increase the speed of handling containers both into and out of a cellular type containership and to increase the security of containers normally carried on the deck of containerships by altering the structural configuration of the superstructure of conventional containerships.
  • the present method of lifting containers out of a typical containership or lowering them into the hold is to stack the containers in a cellular vertical guidance system, and when several adjacent stacks reach the height of the hatch coamings, these stacks are covered by steel hatch covers which serve the dual purpose of sealing the hold spaces against entry of water and to provide a platform for those containers which are to be carried on • deck.
  • Patent Specification number 7529350-1975 such that the weatherdeck comprising the hatches and an upper container bearing deck is eliminated. This enables more efficient storage of containers due to space economy.
  • the stability and security of the. containers is intended to be achieved by the use.of under deck guide rails being extended uninterrupted above the weather deck level.
  • releasable protecting devices are provided for the sides of the containers which are above the deck to prevent water entering the hold. These devices may be in the form of spray walls which are intended to absorb the movements and forces generated by the bending of the ship.
  • Surge walls can also be located between the guiderails to minimise the amount of water entering the hold.
  • the present invention provides a means for the restraint of and for the protection from sea surge and spray of containers.
  • the increased wall depth results in the strength deck on top of the wall approximating the position of the * uppermost container when the ship is fully laden.
  • the deeper ship beam allows a narrower wall width due to increased resistance to bending. It also provides improved torsional resistance in the container ship.
  • the deeper ship beam also allows less steel to be used in the ship wall without compromise to the overall structural integrity of the ship.
  • the present invention simplifies the containership superstructure's configurational design ana raises the weather deck to a point whereby the containers are better protected from the elements.
  • the elongated ship wall also provides built in restraint for the containers when the containership pitches and rolls and virtually eliminates the possibility of containers falling into the sea during transit in heavy seas.
  • the present invention seeks to ameliorate the aforesaid shortcomings of the prior art containership loading configuration and method of containment of cargo by providing an open hull into which containers can be stacked on top of each other in vertical alignment said containers being retained in position and stabilised by an extended ship sidewall.
  • This invention reduces the time taken to remove or exchange containerised cargo because no lashing of containers is required.
  • the containers are restrained by the ships sides which are extended higher than normal to support the uppermost tier of containers.
  • the present invention comprises a container carrying ship having a superstructure comprising: a hull; a container bearing deck located beneath the water line; sidewalls extending upwardly from the said_ container bearing deck to define a container hold located within the said hull; and a strength deck at the top of said sidewalls; wherein when the said hold is fully laden with containers, ' the depth of the said sidewalls is such that the position of the said strength deck approximates the position of the uppermost container, the side walls thereby providing support for and a weathershield for the containers.
  • the containship is essentially 'U' shaped in cross section with the walls being extended to a depth considerably greater than has been known previously. This is achieved together with the elimination of the conventional coamings and hatches.
  • Fig. 1 shows a midship cross sectional view of a containership superstructure according to the preferred embodiment of the present invention
  • Fig. 2 shows an abbreviated cross sectional view of the container leaving deck having alternative means for drawing bilge water
  • Fig. 3 depicts an isometric view of a midship portion of a containership of indefinite length.
  • Fig. 1 there is shown a midship section of a typical ship carrying nine containers high and nine containers wide, it is feasible to employ a number of varied loading configurations within the ship structure depending upon the particular size of a containership.
  • the containership section shown comprises a substantially ⁇ shaped hull 1 having a container bearing deck 2 and sidewalls 3 and 4.
  • the container bearing deck 2 is, when the ship is floating, below sea level.
  • a hold 5 is formed by the clear passage which exists within the deck 2 and the walls 3 and 4.
  • the containers 6 are placed in hold 5 in the configuration shown in Fig. 1.
  • the containers can be retained transversly and equidistantly by guides 7.
  • the walls 3 and 4 have been made narrower than in conventional containerships because the thickness can be reduced as a result of a deeper ship beam.
  • At the top of walls 3 and 4 is a box girder forming a strength deck 8.
  • the strength deck 8 is sutstantially in alignment with the uppermost row of containers 9 and thereby provides lateral restraint and weather protection for the containers.
  • FIG. 1 also shows that the normal hatch coamings, hatch covers and associated lashing devices which are used in the prior art containerships are eliminated.
  • the freeboard of the vessel is increased proportionally and side plating extended up, adjacent to the uppermost row of containers 9 in the stack, thus affording protection of all containers against heavy weather damage.
  • transverse members and bulkheads (not shown), appropriately positioned along the length of the containership.
  • the container bearing deck 2 as depicted in Fig. 1, is inwardly cambered towards a centrally located drain 10.
  • the camber is so designed to facilitate the progress of bilge water toward the drain so it can be subsequently pumped out.
  • the elongated walls 3 and 4 provide significant protection for the containers against the elements it is inevitable that some water either from rain or spray will enter the snip. This necessitates the provision of a means for drawing and pumping the water.
  • each hold may be appropriately divided to reduce free surface effects to a minimum and suitable hold pumping arrangements provided.
  • Various methods may be used for keeping the holds drained of rainwater and spray-and
  • Figs. 1 and 2 show two alternative methods of draining to bilge hat boxes or drains 11 recessed in the double bottom of the ship.
  • the container bearing deck 2 is adapted with bilge hat boxes at its lateral extremities.
  • the double bottom tank top may be straight and not cambered as shown in Figs. 1 and 2 with suitable drainage and pumping arrangements provided.
  • Fig. 3 shows an isometric view of the midship portion of a ship fully loaded with containers.
  • the containers 6 are shown bearing on support rails 12 running longitudinally along the ship hull.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Ship Loading And Unloading (AREA)
  • Warehouses Or Storage Devices (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

A containership having a super structure which comprises a hull, a container bearing deck (2) located beneath the water line, side walls (3, 4) which extend upwardly from the container bearing deck (2) to define a container hold (5) located within the hull. At the top of the walls is a strength deck (8) whose position approximates the position of the uppermost row of containers (9) when the ship is fully laden. The elongated sidewalls (3, 4) restrain the containers and provide a weathershield.

Description

IMPROVED OPEN CELLULAR CONTAINERSHIP
This invention relates to improvements in containerships and in particular it relates to improvements intended to increase the speed of handling containers both into and out of a cellular type containership and to increase the security of containers normally carried on the deck of containerships by altering the structural configuration of the superstructure of conventional containerships. The present method of lifting containers out of a typical containership or lowering them into the hold, is to stack the containers in a cellular vertical guidance system, and when several adjacent stacks reach the height of the hatch coamings, these stacks are covered by steel hatch covers which serve the dual purpose of sealing the hold spaces against entry of water and to provide a platform for those containers which are to be carried on •deck.
In the prior art containerships it is necessary to remove the hatch covers in order to gain access to any containers which are located in the hold, and this means that all containers mounted on the hatch cover above the container(s) required must first be removed to a container stack or holding area ashore. The hatch covers themselves are of heavy and robust construction in order to withstand the substantial forces due to the weight of containers stacked on them and to resist the acceleration forces due to the ship's motion in a seaway. In modern cellular containerships, approximately
40% of the total number of containers carried may be carried on the hatch covers and must be secured to the deck by means of substantial lashing fittings. These lashing fittings must be secured manually before the ship can safely proceed to sea.
It may be seen therefore that the process of removing deck containers and hatch covers for access to below-deck containers and the securing of exposed deck containers is expensive in time and effort, thus adding to the cost of unloading and loading the ship.
In addition, containers which are mounted on deck and secured to hatch covers are exposed to the vagaries of the seas and have been, on occasions, lost overboard or the containers have been damaged and their contents lost overboard or damaged by sea-water. Such accidents add to the insurance costs of cargo thus increasing the cost of goods to the consumer.
Due to the fact that cargo containers are seldom completely filled with cargo, the'centre of gravity of a stack of containers is considerably higher than the centre of gravity of a comparable weight of cargo when stowed in the conventional manner in the hold of a general cargo vessel. This fact, coupled with the practice of carrying three or four tiers of containers on top of the hatch covers, requires particular care to be taken to achieve and maintain adequate positive -ship stability.
In the past, it has been known to stack containers in a vertical alignment, (as is disclosed in German
Patent Specification number 7529350-1975), such that the weatherdeck comprising the hatches and an upper container bearing deck is eliminated. This enables more efficient storage of containers due to space economy. In German specification, the stability and security of the. containers is intended to be achieved by the use.of under deck guide rails being extended uninterrupted above the weather deck level.
In the aforesaid German specification the longitudinal coamings on each side of the cargo hold extend over the entire cargo hold area and transverse coamings are only provided on the ends of the longitudinal coamings. This arrangement is intended to prevent water from the weatherdeck entering the cargo hold.
Further,releasable protecting devices are provided for the sides of the containers which are above the deck to prevent water entering the hold. These devices may be in the form of spray walls which are intended to absorb the movements and forces generated by the bending of the ship.
Also disclosed are means for casting containers overboard. Surge walls can also be located between the guiderails to minimise the amount of water entering the hold.
In contrast, the present invention provides a means for the restraint of and for the protection from sea surge and spray of containers.
This is achieved by increasing the height of the walls of the ship resulting in an increase in the depth of the ship and a consequent increase in the freeboard. The increased wall depth obviates the need for coamings, detachable sea walls, extended guide rails, and any lashings for the containers.
The increased wall depth results in the strength deck on top of the wall approximating the position of the* uppermost container when the ship is fully laden. The deeper ship beam allows a narrower wall width due to increased resistance to bending. It also provides improved torsional resistance in the container ship. The deeper ship beam also allows less steel to be used in the ship wall without compromise to the overall structural integrity of the ship. The present invention simplifies the containership superstructure's configurational design ana raises the weather deck to a point whereby the containers are better protected from the elements. The elongated ship wall also provides built in restraint for the containers when the containership pitches and rolls and virtually eliminates the possibility of containers falling into the sea during transit in heavy seas. It has not hitherto previously been known to provide a containership having a container bearing deck below the water line and at the same time having the strength deck positioned such that all containers are protected by the ship wall structure instead of with extension structures from an abbreviated wall as is the case with the prior art. Throughout the specification the term 'weatherdeck' applies to those decks on a ship which are exposed to the elements; the term strength deck applies to the longitudinal structural member or box girder which runs along the top of the ship walls; the term 'freeboard' applies to the vertical distance between sea level and the upper surface of the strength deck.
The present invention seeks to ameliorate the aforesaid shortcomings of the prior art containership loading configuration and method of containment of cargo by providing an open hull into which containers can be stacked on top of each other in vertical alignment said containers being retained in position and stabilised by an extended ship sidewall. This invention reduces the time taken to remove or exchange containerised cargo because no lashing of containers is required. The containers are restrained by the ships sides which are extended higher than normal to support the uppermost tier of containers. In its broadest form the present invention comprises a container carrying ship having a superstructure comprising: a hull; a container bearing deck located beneath the water line; sidewalls extending upwardly from the said_ container bearing deck to define a container hold located within the said hull; and a strength deck at the top of said sidewalls; wherein when the said hold is fully laden with containers, 'the depth of the said sidewalls is such that the position of the said strength deck approximates the position of the uppermost container, the side walls thereby providing support for and a weathershield for the containers.
In the preferred embodiment the containship is essentially 'U' shaped in cross section with the walls being extended to a depth considerably greater than has been known previously. This is achieved together with the elimination of the conventional coamings and hatches.
In order to achieve the elongated ship walls the box girder forming the strength deck and the wall structure require redesigning. The present invention will now be described in detail according to a preferred but non limiting embodiment and with reference to the accompanying illustrations wherein:
Fig. 1 shows a midship cross sectional view of a containership superstructure according to the preferred embodiment of the present invention;
Fig. 2 shows an abbreviated cross sectional view of the container leaving deck having alternative means for drawing bilge water; and
Fig. 3 depicts an isometric view of a midship portion of a containership of indefinite length.
Referring to Fig. 1 there is shown a midship section of a typical ship carrying nine containers high and nine containers wide, it is feasible to employ a number of varied loading configurations within the ship structure depending upon the particular size of a containership. The containership section shown comprises a substantially ϋ shaped hull 1 having a container bearing deck 2 and sidewalls 3 and 4. The container bearing deck 2 is, when the ship is floating, below sea level. A hold 5 is formed by the clear passage which exists within the deck 2 and the walls 3 and 4. The containers 6 are placed in hold 5 in the configuration shown in Fig. 1. The containers can be retained transversly and equidistantly by guides 7. The walls 3 and 4 have been made narrower than in conventional containerships because the thickness can be reduced as a result of a deeper ship beam. At the top of walls 3 and 4 is a box girder forming a strength deck 8.
The strength deck 8 is sutstantially in alignment with the uppermost row of containers 9 and thereby provides lateral restraint and weather protection for the containers.
Along with the considerably increased wall depth Fig. 1 also shows that the normal hatch coamings, hatch covers and associated lashing devices which are used in the prior art containerships are eliminated. The freeboard of the vessel is increased proportionally and side plating extended up, adjacent to the uppermost row of containers 9 in the stack, thus affording protection of all containers against heavy weather damage.
The necessary structural strength is obtained by the inclusion of transverse members and bulkheads, (not shown), appropriately positioned along the length of the containership.
The container bearing deck 2, as depicted in Fig. 1, is inwardly cambered towards a centrally located drain 10. The camber is so designed to facilitate the progress of bilge water toward the drain so it can be subsequently pumped out. Although the elongated walls 3 and 4 provide significant protection for the containers against the elements it is inevitable that some water either from rain or spray will enter the snip. This necessitates the provision of a means for drawing and pumping the water. To cope with any accumulation of rainwater or spray on the double bottom tank top of the vessel, each hold may be appropriately divided to reduce free surface effects to a minimum and suitable hold pumping arrangements provided. Various methods may be used for keeping the holds drained of rainwater and spray-and
Figs. 1 and 2 show two alternative methods of draining to bilge hat boxes or drains 11 recessed in the double bottom of the ship.
In Fig. 2 the container bearing deck 2 is adapted with bilge hat boxes at its lateral extremities.
The double bottom tank top may be straight and not cambered as shown in Figs. 1 and 2 with suitable drainage and pumping arrangements provided.
Fig. 3 shows an isometric view of the midship portion of a ship fully loaded with containers.
The containers 6 are shown bearing on support rails 12 running longitudinally along the ship hull.
This view makes it apparent that there is no need for additional structures or attachments such as coamings or sea walls beyond the sidewalls 3 and 4 to retain or protect the containers.
The vessel may therefore be fully loaded without the use of any lashing devices for the containers. The stability of the vessel is improved and any container may be accessed by the removal of a minimum number of other containers.
It will be recognised by persons skilled in the art that numerous variations and modifications can be made to the invention without departing from the overall spirit and scope of the invention as broadly described herein.

Claims

THE CLAIMS
1. A container carrying ship having a superstructure comprising: a hull; a container bearing deck located beneath the water line; sidewalls extending upwardly from the said container bearing deck to define a container hold located within the said hull; and a strength deck at the top of said sidewalls; wherein when the said hold is fully laden with containers, the depth of the said sidewalls is such that the position of the said strength deck approximates the position of the uppermost container, the side walls thereby providing support for and a weathershield for the containers.
2. A container ship according to claim 1 wherein the said sidewalls extend upwardly from' the lateral extremities of the container bearing deck.
3. A container ship according 'to claim 2 wherein the saidwalls and container bearing deck define a 'ϋ' shape.
4. A container ship according to claim 3 wherein the sidewalls are continuous with the container bearing deck.
5. A container ship according to claim 3 wherein the containers are stacked in a vertical alignment from the container bearing deck and are parallel to the side walls
6. A containership according to any one of the foregoing claims wherein the sidewalls are strengthened by transverse bulkheads spanning therebetween.
7. A containership according to claim 6 wherein the container bearing deck is cambered either inwardly or outwardly.
8. A containership as hereinbefore described with reference to the accompanying illustrations.
PCT/AU1986/000195 1985-07-08 1986-07-08 Improved open cellular containership WO1987000137A1 (en)

Priority Applications (10)

Application Number Priority Date Filing Date Title
DE8686904050T DE3674898D1 (en) 1985-07-08 1986-07-08 CONTAINER SHIP WITH IMPROVED OPEN CELLS.
BR8606759A BR8606759A (en) 1985-07-08 1986-07-08 OPEN PERFECTED CELLULAR CONTAINER SHIP
AT86904050T ATE57349T1 (en) 1985-07-08 1986-07-08 CONTAINER SHIP WITH IMPROVED OPEN CELLS.
FI870962A FI90848C (en) 1985-07-08 1987-03-04 Improved open cellular container ship
NO870887A NO870887L (en) 1985-07-08 1987-03-04 CONTAINER SHIPS DEVICE.
DK114487A DK114487A (en) 1985-07-08 1987-03-05 IMPROVED OPEN CELL-SHIPPED CONTAINER SHIP
SE8700941A SE8700941L (en) 1985-07-08 1987-03-06 CONTAINER SHIP
BG78774(A BG51245A3 (en) 1985-07-08 1987-03-06 Container vessel with ship superstructure
KR1019870700202A KR910000636B1 (en) 1985-07-08 1987-03-09 Improved open cellular containership
HK34395A HK34395A (en) 1985-07-08 1995-03-09 Improved open cellular containership

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU44673/85 1985-07-08
AU44673/85A AU566218B2 (en) 1985-07-08 1985-07-08 Hatch coverless ship

Publications (1)

Publication Number Publication Date
WO1987000137A1 true WO1987000137A1 (en) 1987-01-15

Family

ID=3731877

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU1986/000195 WO1987000137A1 (en) 1985-07-08 1986-07-08 Improved open cellular containership

Country Status (12)

Country Link
EP (1) EP0228419B1 (en)
JP (1) JPS63500234A (en)
KR (1) KR910000636B1 (en)
AU (1) AU566218B2 (en)
BG (1) BG51245A3 (en)
BR (1) BR8606759A (en)
DE (1) DE3674898D1 (en)
DK (1) DK114487A (en)
FI (1) FI90848C (en)
HK (1) HK34395A (en)
SE (1) SE8700941L (en)
WO (1) WO1987000137A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1992020570A1 (en) * 1991-05-21 1992-11-26 Kvaerner Warnow Werft Gmbh Convertible freighter
FR2808252A1 (en) * 2000-04-26 2001-11-02 France Etat SHIP HOLDER CONTAINER AUTONOMOUS

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1947841A1 (en) * 1969-09-22 1971-04-08 Schneekluth Herbert Sea-going ship with loading bays open at the top for container transport
DE2100985A1 (en) * 1970-01-13 1971-07-15 Nordstjernan Rederi Ab Method for transporting piece goods on ships and Stauvor direction for carrying out the method
US4082051A (en) * 1975-07-15 1978-04-04 O & K Orenstein & Koppel Aktiengesellschaft Werk Lubeck Container ship construction
GB1543002A (en) * 1976-02-04 1979-03-28 Mandelli A Hull for cargo ships

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE351830B (en) * 1971-02-05 1972-12-11 L Andersson
FI60530C (en) * 1975-06-06 1982-02-10 Nord Marine Inc FARTYG FOER TRANSPORT AV CONTAINERS EL DYL
DD159840A3 (en) * 1981-01-20 1983-04-13 Klaus Puchstein CONTAINER SHIP LARGE CAPACITY
JPS58116289A (en) * 1981-12-29 1983-07-11 Shigenobu Furukawa Container stacking maintenance method in multipurpose cargo ship
FR2574366A1 (en) * 1984-12-07 1986-06-13 Nord Mediterranee Chantiers DEVICES FOR ARRANGING TWIN FOOT CONTAINERS AND CONTAINER CARRIER EQUIPPED WITH SUCH DEVICES

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1947841A1 (en) * 1969-09-22 1971-04-08 Schneekluth Herbert Sea-going ship with loading bays open at the top for container transport
DE2100985A1 (en) * 1970-01-13 1971-07-15 Nordstjernan Rederi Ab Method for transporting piece goods on ships and Stauvor direction for carrying out the method
US4082051A (en) * 1975-07-15 1978-04-04 O & K Orenstein & Koppel Aktiengesellschaft Werk Lubeck Container ship construction
GB1543002A (en) * 1976-02-04 1979-03-28 Mandelli A Hull for cargo ships

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP0228419A4 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1992020570A1 (en) * 1991-05-21 1992-11-26 Kvaerner Warnow Werft Gmbh Convertible freighter
FR2808252A1 (en) * 2000-04-26 2001-11-02 France Etat SHIP HOLDER CONTAINER AUTONOMOUS

Also Published As

Publication number Publication date
EP0228419A1 (en) 1987-07-15
BR8606759A (en) 1987-10-13
SE8700941D0 (en) 1987-03-06
JPS63500234A (en) 1988-01-28
FI870962A0 (en) 1987-03-04
KR910000636B1 (en) 1991-01-31
FI870962A (en) 1987-03-04
SE8700941L (en) 1987-03-06
AU566218B2 (en) 1987-10-15
KR870700541A (en) 1987-12-29
HK34395A (en) 1995-03-17
AU4467385A (en) 1987-01-15
BG51245A3 (en) 1993-03-15
DE3674898D1 (en) 1990-11-15
DK114487D0 (en) 1987-03-05
EP0228419A4 (en) 1987-10-27
EP0228419B1 (en) 1990-10-10
DK114487A (en) 1987-03-05
FI90848B (en) 1993-12-31
FI90848C (en) 1994-04-11

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