GB2080740A

GB2080740A - A cargo ship

Info

Publication number: GB2080740A
Application number: GB8118812A
Authority: GB
Original assignee: SCHIFFBAU VEB K
Current assignee: SCHIFFBAU VEB K
Priority date: 1980-07-22
Filing date: 1981-06-18
Publication date: 1982-02-10
Also published as: DE3119116A1; PL231998A1; NO811929L; IT8148936A0; FR2487284A1; FI811483L; SE8104457L; YU181681A; GB2080740B; FI811483A7; DK297081A

Abstract

To maximise the deck area available for cargo such as containers, a vessel has a main deck (4) which extends over the entire length and width of the ship and the quarters and working rooms for the crew are arranged in part (7) below the main deck (4) and in part (12, 13), including the ship's bridge, at a height above the deck (4) which does not impair the transportation, trans-shipment and storage operations of the ship. As described the bridge and such rooms as the radio cabin are mounted on top of a forward gantry crane 11. On top of a rear gantry crane 11 are mounted cabins 13 for the ship's officers. Above an aft engine room 4 an access hatch 14 is provided. A funnel 15 has telescopic flue tubes. A stern ramp arrangement is described. Figures 5, 6 (not shown). <IMAGE>

Description

SPECIFICATION A cargo, ship The invention relates to a cargo ship with one or several decks for the transportation of goods having a relatively low volumetric weight, universal pack age goods, mainly containers, and/or goods having a relatively high volumetric weight in the form of loose goods, so-called bulk cargo, and/or heavy goods in the form of complex industrial goods, chemical plants, locomotives and other machines, and/or rolling cargo involving the horizontal trans shipment from land to boat or unit cargo (containers, pallets) on wheels (trailers, flats) and of freight with 'travel facilities of its own (motor cars, lorries, building machines, agricultural machinery and the 'like).

In shipping circles, there is apparent a tendency to the effect that, while making full use of the loading capacity of normal ships, shipped unit cargo, primar ily containers, does not however fully utilize the admissible carrying capacity of the ships. This tendency makes it necessary constantly to increase the container storage capacity in the ship and, above all, on deck.

Afurther provision of cargo space on the men tioned ships is rendered impossible by the arrange ment of the superstructures on the main deck. As is known, these are at present mostly arranged above the engine room, so that in this zone the area of the main deck cannot be utilised as storage space for cargo.

After an analysis of all the ergonomic aspects of the situation of life on board, above all noise, vibrations and the movements and accelerations of the ship, one has to start out from the position, for the purpose of improving the living conditions of the crews, that the area of 1/3 to 1/2 of the length of the ship from the rear is expedient for the accommodation of the crew. The removal of the living quarters to the greatest possible extent from the sources of disturb ance coming from the areas of the engine room and the propeller to the areas of the ship where there are fewer relative movements renders the problems of utilizing the space in the ship and the provision of cargo storage places on deck still more difficult.This results in undesirable stowage in the holds; the economical utilization of the trans-shipment equip ment on board is impaired and there often come about solutions for the hatch arrangement with insufficient stowage space for the hatch covers.

There are already known technical solutions which partly eliminate the problems set forth.

For example, from DE OS 27 27 905 there is known a method for changing the position of superstruc tures provided on the deck of ships, such as navigating bridge, crew and passenger lounge su perstructures which are provided separately or are combined in one constructional unit amidships or at the bow and/or stern, and a ship which is designed for this purpose. However, the deck house which is mobile on deck on crane tracks or special rails considerably hinders the function of the hatch cover nnrl trnns-shinment svstems. During practical use, the free displaceability of the deck house provided for in this system can hardly be implemented since in an "open ship", which has almost always extensive proportions of deck cargo, this solution is impracticable for this reason alone.According to a publication by Kinias, D. and Spethmann, K. entitled 'A displaceable deck house for seagoing cargo ships', Hansa 117, year 1980, No. 5, the aim of the deck house being positioned independently of the engine room and in the area of 1/3 to 1/2 of the ship's length from the rear is to be achieved by the integration of a displaceable deck house in the hatch cover system so as to avoid a mutual obstruction in the operation of the hatch covers, the deck house and the trans-shipment tackle. In the arrangement of the deck house on a substructure that is similar to a pontoon hatch cover, the deck house base has the function of a hatch cover and covers, in the same way as the covers of the adjacent holds do, a fully utilisable hold beneath the deck house storage site.

The access to this hold is made possible by the construction of the deck house base as a rolling cover according to the lift/roll (piggyback) principle.

The disadvantage of this technical solution consists in that the space required for putting up the deck house in the area of a loading space on the main deck cannot be utilised for deck cargo and in that if deck cranes are provided, the movability of the displaceable deck house can at a maximum only be extended to an adjacent loading space and in that an effective use of gantry cranes is not realisable in practice.

It is the aim of the invention to eliminate the mentioned disadvantages and by virtue of the solution according to the invention to increase the container capacity on the main deck of the cargo ships concerned and to bring about a higher effectiveness of the transportation, trans-shipment and storage processes both for cargo ships without and with trans-shipment means of their own on board and to prolong the time of service of the ships at sea by higher productivity during the installation, dismantling and repair of the propulsion machinery.

The task underlying the invention is to develop a cargo ship with one or several decks which is suitable for the transportation of universal package goods, manly containers, and/or loose goods, socalled bulkcargo, and/or heavy goods in the form of complex industrial goods, and/or rolling cargo requiring the horizontal trans-shipment from land to load or unit loads (containers, pallets) on wheels (trailers, flats) and freight with its own travel facilities (motor cars, lorries, building machines, agricultural machinery and the like) and whose main deck can be utilized for the transportation of deck cargo, mainly containers, the object being the possibility of an unrestricted trans-shipment of the cargo over the entire length of the main deck and of optimum and direct vertical access to the engine room from the outside.

According to the invention, the problem is solved in that there are provided a main deck, which is freely accessible for the full utilisation thereof with deck cargo and which extends over the entire length and width of the ship, and a proportion of the accommodation and the working rooms for the crew, preferably the living, common, recreation, utility and sanitary rooms, below the main deck and the other proportion, preferably the working rooms for the navigation of the ship, at a level that does not impairthetransporting, handling and storing processes of the ship. It is another feature of the invention that the working rooms for the navigation of the ship, and also the living, common and sanitary rooms, are arranged on a gantry which is freely movable over the entire length of the main deck.

If there are provided one or several gantry cranes which can be freely moved over the entire length of the main deck, these rooms are arranged on top of the gantry cranes, and if at least two gantry cranes are provided, these are connected together and locked, and there is access between the rooms, when the ship is under way.

It is advantageous that the living, common, recreation, utility and sanitary roomsforthe crew are preferably arranged in the zone of 1/3 to 1/2 of the length of the ship from the rear. Another solution according to the invention consists in that there is direct access to the engine room vertically from the outside through one or several mounting holes, which can preferably be shut by flush-deck hatch covers.

It is furthermore expedient that the main deck is utilised over the entire length and width of its cargo hatches for the transportation of rolling cargo and as a cargo storage area for rolling deck cargo and that for the trans-shipment of the rolling cargo there is provided a known 'per se' axial stern ramp together with a deck ramp which is directly adjacent thereto in a deck scarf and is movable.

The solution according to the invention provides a number of essential advantages.

Due to the elimination of any superstructures and deck houses which disturb the loading and transshipment processes, the number of container storage sites on the main deck can be increased by approximately 20%. Furthermore, trans-shipment means installed on board and movable on the main deck in the longitudinal direction can be used without hindrance over the entire main deck length at a considerably increased trans-shipment rate as compared to other known technical solutions. For ships which have no trans-shipment facilities of their own on board, the effectiveness of the transshipment is also increased in that access to the cargo on the main deck and in the holds by means of trans-shipment facilities on land is ideal due to the provision of a gantry which is freely movable over the entire length of the main deck and carries the working rooms for the navigation of the ship.Due to the position of the quarters of the crew, the most important ergonomic stress factors on board, such as noise, vibration, the movements and accelerations ofthe ship, can be considered to be optimally dealt with. The present state of engineering ensures already today the full air-conditioning of the rooms and their artificial illumination, and that is why the impossibility of direct natural ventilation and illumination through windows does not have a negative effect on the well-being of the crew. If possible, there may be provided a transportable recreational island where the crew can stay in the fresh air. The direct access to the propulsion machinery from the main deck provides advantages during the assembly, dismantling and repair thereof along the lines of increasing the service time of the ship.Furthermore, the solution according to the invention provides further advantages for a cargo ship which is not specialised as a roll-on/roll-off vessel. Due to the non-existence of any superstructures and deck houses which disturb the loading and transshipment operations, the trans-shipment of rolling cargo can be effected entirely outside the interior spaces of the ship. Consequently, any ventitation systems as well as special technical measures for fire protection become unnecessary. The transshipment process can be carried out without hindrance at a high simultaneity factor.On condition thatw a floating land ramp system is available in the harbour as a connecting member between the axial stern ramp of the ship and the harbour quay, the trans-shipment performance can be considered equivalent to that of specialised roll-on/roll-off vessels. The only trans-shipment gear which is necessary on the cargo ship for the roll-on/roll-offtrans- shipment is an operationally reliable low-cost axial stern ramp and a likewise operationally reliable, low-cost movable deck ramp, which is easy to operate, without any water-tightness requirements in connection with the main deck The possibilities of service of the cargo ship, and the advantages attainable thereby, are not diminished in any way by the suitability thereof for the transportation of rolling cargo and for the horizontal trans-shipment of cargo.

The invention will hereinafter be explained in more detail with the aid of an exemplified embodiment.

In the drawings: Figure 1 shows a side view of the ship according to the invention, Figure 2 shows a top view of the ship according to the invention, Figure 3 shows a section A - A in Figure 1, Figure 4 shows a section B - B in Figure 1, Figure 5 shows a side view of the after-body as a section C - C in Figure 6, and Figure 6 shows a top view of the after-body according to the invention.

Figures 1 to 4 shows a ship according to the invention whose body 1 is provided with a conven-* tional fore-body 2 and an after-body 3 having a wide counter.

Below the main deck 4, there are situated the engine room 5, the holds 6, 61 and the living, common, recreation, utility and sanitary rooms 7 of the crew in the hold area 61. The arrangement of the living, common, recreation, utility and sanitary rooms 7 was made in the zone of 1/3 to 1/2 of the length of the ship from the rear.

For constructional and manufacturing reasons, the ship, which is wide open due to large hatches over the holds 6, is designed as a doublahull ship.

The quarters for the crew, whichare arranged in several decks, are situated in the hd Ei aSrea 61 on both sides of the ship in the d;til X,LX kess 'SEL thereto is from the main deck 4 and they are interconnected by a passageway 8 in the transverse member and are connected to other ship rooms by passageways 9 in the double hull.

On the main deck 4, there are provided two gantry cranes 11 which can be moved on rails 10 in the longitudinal direction of the ship. Above the front gantry crane 11, there are provided the working rooms 12 for the navigation of the ship, such as the bridge room, the chart and pilot room, the wireless cabin, etc.

Above the rear gantry crane 11, there are situated the living, common and sanitary rooms 13 for leading members of the crew. The two gantry cranes 11 are locked and connected together when the ship is under way. The working rooms 12 for the naviga tion of the ship and the living, common and sanitary rooms 13 for leading members of the crew are so designed that they are accessible one from the other.

During the loading operation, the gantry cranes 11 can operate independently over the entire length of the ship. The cranes are operated from appropriate operating stations in the gantry cranes 11. If the carrying capacity of each gantry crane is, for exam ple, 40 t, the two cranes are, in co-operation, capable of coping with loads of up to 80 t and thus of trans-shipping heavy goods into the holds 6 or onto the main deck 4.

Above the engine room 5, there is provided a mounting hole 14 for direct vertical access to the engine room 5 from the main deck 4.

The height of the funnel 15 has been co-ordinated with the clearance height of the gantry cranes 11.

Flue tubes, which are vertically adjustable in a telescope-like manner, improve the exhaust-gas elimination while the ship is under way.

Expediently, the life-saving equipment of the ship is arranged on the gantry cranes 11 so as to be protected from any undesired contact with the sea and from any mechanical damage thereto.

The access to the working rooms 12 for the navigation of the ship and to the living, common and sanitary rooms 13 on the gantry cranes 11 is ensured by external stairs.

The power supply or line connection for the necessary operation, control and measurement cables is via flexible cables which lie laterally in deck pockets in the zone of the rails 10 and which can be wound, as required, onto one or several drums by the mobile gantry cranes 11.

Figures 5 and 6 show a ship according to the invention in the rear main deck 4 portion of which there is situated in a deck scarf 16 the equipment for the horizontal trans-shipment of the cargo, namely the axial stern ramp 17, which can be swung downwards during the trans-shipment process and consists of fixed and movable (finger) parts, and the movable deck ramp 18 which, in an inclination of preferably 1:7 to 1:10, establishes the connection between the cargo deck (main deck 4) and the stern ramp 17 during the trans-shipment process. In order to obtain the rear portion of the main deck 4 for the transportation of cargo, it is possible to swing the deck ramp 18 upwards so that it is flush with the main deck 4. The rolling cargo is preferably placed on a main deck hatch cargo storage area 19. An incline 20 ensures the unhindered access to the cargo storage area 19 in direct continuation and an inclination of the movable deck ramp 18.

Claims

1. A cargo ship with one or several decks for the transportation of goods having a relatively low volumetric weight, universal package goods, mainly containers, and goods having a relatively high volumetric weight, loose goods, so-called bulk car go, and/or heavy goods, complex industrial goods, such as chemical plants, locomotives and the like, and/or rolling cargo involving horizontal cargo trans shipment from land to boat of unit loads (containers, pallets) on wheels (trailers, flats) and freight with travel facilities of its own (motor cars, lorries, building machines, agricultural machinery and the like) and with quarters and working rooms for the crew, characterised in that there are provided a main deck (4), which is freely accessible for the complete utilisation thereof with deck cargo and extends over the entire length and width of the ship, and a proportion of the quarters and working rooms for the crew, preferably the living, common recreation, utility and sanitary rooms (7), below the main deck (4) and the other proportion, preferably the working rooms for the navigation of the ship, on a level which does not impair the transportion, trans-shipment and storage operations of the ship.

2. A cargo ship as claimed in Claim 1, characte rised in that the working rooms for the navigation of the ship, and also the living, common and sanitary rooms, are provided on a gantry which is freely movable over the entire length of the main deck (4).

3. A cargo ship as claimed in Claim 1, characte rised in that it has one or several gantry cranes (11) which are freely movable over the entire length of the main deck (4), and in that the working rooms for the navigation of the ship (12), and also the living, common and sanitary rooms (13), are arranged on these gantry cranes (11), and in that, if at least two gantry cranes (11 ) are provided, these are intercon nected and locked while the ship is under way and the rooms (12) and (13) are so designed that access between them is possible.

4. A cargo ship as claimed in Claims 1 to 3, characterised in that the living, common, recreation, utility and sanitary rooms (7) for the crew are preferably provided in the area of 1/3 to 1/2 of the length of the ship from the rear below the main deck (4).

5. A cargo ship as claimed in Claims 1 to 3, characterised in that vertical access to the engine room (5) is possible directly frm the outside through one or several mounting holes (14) in the main deck (4), which are preferably closable by means of flush-deck hatch covers.

6. A cargo ship as claimed in Claims 1 to 5, characterised in that the main deck (4) can be utilised over the entire length/width area of its cargo hatches for the transportation of rolling cargo and as cargo storage space (19) for the rolling deck cargo, and in that for the trans-shipment there is provided for the rolling cargo a known 'per se' axial stern ramp (17) together with a movable deck ramp (18) which is directly adjacent thereto in a deck scarf.

7. A cargo ship as claimed Claims 1 to 6, characterised in that a proportion of the quarters and working rooms for the crew is provided on the main deck (4) of the ship.

8. A cargo ship substantially as described herein with reference to the accompanying drawings.