DE19616864A1 - Port facilities for double-ended ferry boat - Google Patents

Abstract

The car and lorry loading equipment at a sea port or river port is used with a double-ended ferry boat. The ferry boat has a top deck (17) carrying cars and light vehicles and a lower deck (16) carrying heavy vehicles. The ferry boat may have bow and stern thrusters which enable it to move sideways under control. The ferry boat fits into a berth which forms a cutout in the quayside, the cutout being slightly longer than the length of the ferry boat. The car and lorry decks on the ferry boat are open at both ends and there are matching roadways (12,13,19,18) which enable traffic boarding the ferry to drive on at one end and traffic leaving the ferry to drive off at the other end. There may be extensive parking bays (6) for traffic waiting to board the ferry.

Description

I. State of the art

It is known that ferries are indispensable means of transportation for an economical Show crossing short or medium sea distances.

• 1. There are ferries to transport:
• a. People alone
• b. People and cars
• c. People and cars and trucks
• d. People, cars, trucks and rail vehicles.

The concept for which protection is requested applies only to the Ferry types listed in the list above with the letters b. and c. ge are marked.

• 2. These types of ferries registered for protection are available in the following Bauva Rianten:
• a) Tail feeder
  with onshore ramps
  or own tail ramp
  or own side ramp.

With these types of ferries it is necessary that the loaded cruise must rotate in the ship when loading, so that they over the  Stern ramp can leave the ship again forward.

• b) stern and bow feeder
  with onshore ramps
  or own bow and stern ramps.

If these ships are so-called double-ends (i.e. that they are in both Directions can drive equally well) is loading and unloading in the Ver relatively simple to the construction variant just described. After the moored vehicles leave the ship via a dock Ramp. Then the vehicles drive onto the ship, which is now the Want to cross the sea. However, there are two bridges on such ships and very complicated propulsion systems with two screws needed to do that To operate mooring maneuvers, which means a very high investment. In addition, the underwater ship has an unfavorable shape, which is reflected in an approximately 20-30% increase in fuel consumption is noticeable makes.

• c) The more common type is a ferry with bow and tailgate for only one main direction of travel. Here is just a simple drive plant and a bridge necessary. But that means the ship is on every second crossing has to be turned twice.

These ferries must have tail, bow and tailgates, the tailgates are designed as a ramp on some ships. In addition, so-called collision sheet must go towards the cargo hold This can also be used as a ramp on some ships can be.

Overall, it can be said that when loading and unloading a ferry considerable problems arise from the fact that only one for these processes Ship opening is available.

• 3. As a result, the ferry docks are set up as follows:
  The vehicles ready for loading must wait in a lane in order to - after the vehicles to be unloaded have left the ship - drive on them. Precisely because the vehicles ready for loading have to wait considerable time until the ship's hull is completely emptied from the arriving vehicles, there are considerable time delays and complex maneuvers with the car.

II. Defects in previous technology

The state of the art just presented illustrates the problems that exist in previous ferry traffic.

• 1. On the one hand, the current ferries and ferries are not like this designed so that both loading and unloading take place at the same time can.
• 2. On the other hand, there is a need to have bow or tailgates in the ship to integrate fuselage to ensure loading and unloading, thereby considerable additional costs arise in shipbuilding.
• 3. Furthermore, there are considerable security concerns against the previous ones Ferry types as soon as water enters the loading deck and the stability of the Ships are dismantled very quickly. Under the main deck - this is the top one waterproof deck - the ship is divided into waterproof sections that can only be reached from above. For the ferry types described here by sealing the departments watertight against each other remote-controlled bulkheads reached the locking device. Sense of this facility tion is the maintenance of leak stability. This means that - if two of these Departments damaged by a collision or other impact  that they fill up with water - the ship still must remain buoyant. This is achieved in that all ver Locking devices are functional and closed and free enough board - this is the distance between the water surface and the main deck according to the international freeboard and surveying regulations for everyone individual ship is calculated and determined and described in the here Ferry types are approximately 2.50 m - to compensate for extreme heeling movements remain. Only in the interaction of the operated locking device tings and the freeboard is guaranteed, in the case of extreme heels short to ensure an upright buoyancy in good time.

Many accidents in recent years have criticized this type of ferry brought. It has been shown that water penetrating into the loading deck the stability of the ships degrades very quickly.

The water could e.g. B. in the fall of the "Herald of Free Enterprise" 1987 in front of Zeebrugge through an unclosed bow flap because the ship heeled during a course change and thereby the main deck came unilaterally under water. This led to the inclination of the Ship was further strengthened. The shifted cargo brought the ferry then capsize together with the ingressed water.

At the sinking of "Jan Heweliusz" in 1993 in the Baltic Sea water came in heavy sea through the damaged tailgate into the continuous drawer deck. This exceeded the load capacity of the "Jan Heweliusz" and pressed it deeper into the water. A rolling movement caused by the bad weather left the water run to one side, causing the already overloaded ship to Capsized.

At the sinking of the "Estonia" in 1994, water penetrated through the damaged bow fold into the continuous loading deck and lead like the "Jan Heweliusz" to capsize and sink the ferry.

• 4. The INTERNATIONAL MARITIME ORGANIZATION (IMO) - a sub-organization tion of the UN, which is responsible for international maritime security regulations for the UN member states created - responds to these facts with ever increasing numbers Requirements for the construction of this type of ferry. They are in the so-called SO LAS regulations listed.

The main new points are:

• (1) The loading decks that are in the flood-prone part of the ship must be equipped with longitudinal and transverse bulkheads. The result then emerging departments prevent a collision urgent water collect on one side and so the ship to the Capsize.
• (2) All passengers must have left the loading decks before the ship allowed to leave the port.
• (3) Because of the low clearance that is typical of conventional ferries bords specifies the so-called B / 5 partitioning for new buildings.

This means that the lower ship up to the main deck in addition to previously common transverse bulkheads also provided with longitudinal bulkheads must be, so that on port and starboard spaces arise that Correspond to 1/5 of the ship's width.

These new regulations are further impairments of the previous one To fear ferry traffic:

• a. The change rule cited under (1) gives the possibility negative effects on the economy and mobility of the Ferries. Longitudinal and transverse bulkheads weigh for a ship of approx. 160 m length and 25 m width about 170 t and cost about DM 300,000.00. In addition to the higher weight, there is a worse one Utilization of space that min  changed and the follow-up costs increased.

Furthermore, there are further time delays and considerable size re difficulties in loading and unloading the ship. Through the Installation of additional longitudinal and transverse bulkheads becomes essential more difficult to park the cars on the ferry in such a way that the longitudinal and transverse bulkheads remain functional. Otherwise, the Installation of longitudinal and transverse bulkheads a large part of the loading area. Finally, the still freely available loading areas not fully used because of the different Car sizes for free space at the boundaries of the longitudinal and transverse sheet must come.

• b. Regarding the second innovation, it should be noted that additional time delay waiting for all passengers to leave the hold to have.
• c. Another consequence of this new regulation is economy citing significant negative effects. Because every passenger Must leave the hold, he is forced to use a cabin for the Book a crossing. This leads in particular to road haulage considerable additional costs for the transportation of truck loads.
• d. Disadvantages of the so-called B / 5 partitioning are:
• - Approx. 60 t more weight at a value of approximately DM 180,000.00.
• - 12-14 additional bulkhead locking systems, weight approx. 30 t; Value approx DM 280,000.00.
• - The design of the machine room and its internals will more complicated and expensive (additional costs of approx. DM 4.0-5.0 million nen).
• 5. In addition, each ferry requires a ventilation system to control the exhaust fumes  to vacuum transporting vehicles. The additional cost of this amount to approximately DM 750,000 per ferry.

III. Task

The author has now set himself the task of creating a ferry and port Design concept that does not have any of the above shortcomings and disadvantages points out the problems arising from the new SO LAS regulations does. The listed catastrophic ship accidents would be here with this concept does not happen. On the ferries of this concept they are Decks for the vehicles to be transported are arranged so high that they are no longer are in the area at risk of flooding.

IV. Means of problem solving

It is characteristic of the type of ferry presented here that the loading area for the vehicles located above the passenger area. In the lower area of the ferry ships - the area at risk of flooding - are the cabins and other sub transfer rooms for the passengers. Are located above optionally one or more loading areas for cars and trucks.

1. Increase in the security standard

Because the conventional ferries have a very large metazen trical height (this is the height of the initial stability), the success comes increasing the center of gravity of the harmonic operation of the ship very much. The taxi time - that is the time that passes when the ship rolls from port to starboard - is due to the lifting of the center of gravity extended. This will make the dynamic Forces on internals and lashing of the load reduced.  

Because even at sloping positions of up to 30 ° the loading deck is due to the elevated position cannot be flooded, the usual facilities such as bow and tailgates, collision, longitudinal and transverse bulkheads on the ferries this concept is no longer required. So security is fundamental improved because there are no openings in the risk of flooding area are more necessary.

2. No disadvantages due to the new SOLAS regulations

On a ferry of this concept, passengers can get in or on at any time their vehicles without violating the new SOLAS regulations because the Loading decks do not have to be closed watertight. The drivers of the trucks and cars can, if they wish, remain in their vehicles and stay there. This eliminates the negative outlines described above economic effects for long-distance freight transport companies. It there are no investment costs of around DM 5.0 million for 2/3 of the ships sided cabins and passenger costs can be reduced accordingly will. The remaining third is on the deck under the loading deck built-in. The team accommodations, storage spaces and other ver care facilities are all located under the loading decks.

Also the cost-intensive ones prescribed by the so-called B / 5 bulkheading Measures are not necessary on the type of ferry presented here because this type of ferry meets the new requirements of the SOLAS regulations in fully meets. In the lower part of the ship - the one above flood-prone area - are the accommodation spaces that the front written transverse and longitudinal partitioning by the appropriate space reach already.

Likewise, the new SOLAS regulation presented under 2. does not apply, since this only applies to closed loading decks. Only in this case do the passengers have left the vehicles until the ship leaves the port. However, the ferry ship presented here does not contain any closed loading decks,  so that this provision does not apply here.

3. Dispensing with a cost-intensive ventilation system

Since the loading decks of this concept are open, the entire ventilation system can be used system worth around DM 750,000.00 per ferry.

4. Advantages of the shipping pier

According to the drawings attached, the ferries lie with loading and Unloading in port along the pier in a recess that matches the shape of the drawer decks. On the front and rear there are fixed ramps with short lifts gladly, via which the ferries are loaded and unloaded. Fixed ramps are under construction and maintenance much cheaper than moving. Through them in the fol The described type of ship enables loading and unloading because only slight ballast movements are required.

The access ramp has the same width and length as the loading decks forms, so that it is possible to place all vehicles there as they are to stand on the ferry. The down ramp is also as wide as the Zu ramp. This makes it possible for all vehicles to have the same time Loading decks can leave while the vehicles to be loaded are in front jammed formation can immediately drive onto the freed loading deck. This simultaneous loading and unloading reduces the port lay time about 60%. With a ferry in short-haul traffic - such as B. on the bird airline - on the now z. B. 6 ships can handle the transport, you could with this concept achieve the same performance with 3 ships.

The currently tedious and complicated maneuvering processes difficult loading and unloading processes would thus be eliminated.  

V. embodiment

To clarify the ferry and port concept, this is briefly described in its execution:
The access to the ferry port area ( 1 ) shown can either be double lane or designed as a lane for trucks ( 2 ) and for cars ( 3 ). The entrance to the ferry port area first passes through the terminal building ( 4 ). Then the access leads to spacious truck and car waiting areas ( 5 and 6 ), which are preceded by a traffic light system ( 11 ). As soon as the ferry arrives in the harbor alongside the pier, the cars and trucks can each access the ferry separately via their own tracks ( 12 and 13 ). If a ferry consists of two loading decks, it is necessary that an access route to the ferry, as shown in the drawing, runs over a corresponding bridge. The ferry is characterized by a passenger deck ( 14 ) and a crew, supply and stowage deck ( 15 ) in the lower area of the ship, while the decks for trucks ( 16 ) and cars ( 17 ) are located in the upper area of the ferry. As soon as the ship has anchored firmly, the cars and trucks on the ship can be moved out of the ferry port area via respective departure ramps ( 18 and 19 ), while the new loading of the ferry ship can take place via the access ramps ( 12 and 13 ). The ferry dock has an administration and restaurant building ( 8 and 9 ) with separate access for utility vehicles ( 10 ) and its own parking lot for day guests ( 7 ).

Reference list

1 access to the ferry port area
2 lanes for trucks
3 lane for cars
4 clearance
5 truck waiting area
6 car waiting area
7 parking for day guests
8 administration
9 restaurant
10 Access for utility vehicles
11 traffic lights (2 ×)
12 storage space for trucks
13 storage space for cars
14 passenger deck
15 crew, supply and store deck
16 deck for trucks
17 deck for cars
18 Car exit ramp
19 Truck exit ramp
20 Exit from the ferry port

Claims (2)

1. Ferry for passengers and vehicles, characterized in that

• a) that the loading area or the loading areas for the vehicles is above the area at risk of flooding, ie above - or in the case of further superstructures - between the passenger decks;
• b) that she is seaworthy;
• c) that it fits into the dock and enables simultaneous loading and unloading;
• d) that bow, tail and side flaps are omitted in the flooding area;
• e) that there is no ventilation system in the loading area;
• f) that transverse and longitudinal bulkheads are omitted in the loading area;
• g) that there is no B / 5 partition below the main deck.

2. Ship landing stage according to protection claim 1, characterized in

• a) that it encompasses both ends of the docked ferry;
• b) that simultaneous loading and unloading is possible.