US20190023356A1

US20190023356A1 - Container Lashing Bridge

Info

Publication number: US20190023356A1
Application number: US15/990,605
Authority: US
Inventors: Wojmir Morzy
Original assignee: Mec Container Safety Systems GmbH
Current assignee: Mec Container Safety Systems GmbH
Priority date: 2017-05-30
Filing date: 2018-05-26
Publication date: 2019-01-24
Also published as: DE102018112512A1

Abstract

The invention relates to a container lashing bridge for arranging on deck of a container ship, in particular a barge for transporting containers, preferably for offshore transportation, having at least two stanchions and having at least one support, wherein lashing means for lashing at least one container can be attached to the at least one support, preferably via lashing plates which have lashing lugs and are arranged on the stanchions or on the support, characterized in that at least one load-transferring element is arranged on deck and in that the container lashing bridge is arranged at least substantially on the at least one load-transferring element.

Description

The invention relates to a container lashing bridge for arranging on deck of a container ship, in particular a barge for transporting containers, preferably for offshore transportation, having at least two stanchions and having at least one support, wherein lashing means for lashing at least one container can be attached to the at least one support, preferably via lashing plates which have lashing lugs and are arranged on the stanchions or on the support.
Lashing generally means tying down the load. In container shipping, this refers to the securing of the lower container tiers. To this end, rods having tensioning screws (lashing rods) are fixedly screwed cross-wise to the sides of the container and the deck, a hatch cover and a container lashing bridge. Container lashing bridges are elevated passages between the container stacks (and hatches) from which a second or third (or higher) container tier can be reached for lashing. The securing lugs for the lashing rods are also called lashing lugs, lashing eyes or binding eyes (cones). The lashing rods can be checked in terms of their stability throughout the journey and can be re-lashed if necessary. Depending on the height of the container stack or the lashing bridge, up to three container tiers or more are connected by lashing rods. The containers located above these are each connected and locked at all four corners by connecting pieces, so-called twistlocks. The aim is for the container stack to form as stable a block as possible and to remain steady, even in the event of rolling in a storm. Such a procedure is known for example from DE 3525322 A1, DE 234 5379 A, DE 10004359 A1, DE 3501109 A1, DE 3009257 A1, U.S. Pat. No. 3,083,670 A, 19925128 A1.
Container lashing bridges are known for example from DE 20317704 U1, DE 102004009586 A1 and WO 9630256. They enable lashing means, in particular lashing rods, to be secured, whereby the containers stacked on or above deck on board the ship are lashed and thus secured against tilting and in particular against falling overboard. Using lashing means, the container lashing bridges here also serve to secure those containers which, owing to the vertical stacking in tiers, are located in a higher tier. Container lashing bridges have upright stanchions/columns/pillars (synonymously applicable) which are arranged in rows extending transversely to the longitudinal direction of the ship and are connected by lashing rod supports. The elongated lashing rod supports extend parallel to the course of the deck (i.e. horizontally in the case of a ship which is not listing) in the transverse direction of the ship over virtually the entire width of the ship along the respective row comprising a plurality of stanchions. Lashing points for securing the lashing means, in particular lashing rods, are arranged on the lashing point supports. Moreover, the lashing point supports are accessible in that they have walkways for persons carrying out lashing operations (lashers). In known devices of this type, a column is provided between two mutually adjacent containers or container stacks in each case. A plurality of columns secured perpendicularly upright on the deck is therefore required. These columns, and also the lashing point supports serving to connect them, have a considerable weight which notably increases the overall weight of the ship at the expense of its load-carrying capacity.
The container lashing bridges furthermore stand on deck. To transfer the load, beams are provided below deck. The container lashing bridges are connected to the beams through the deck. The beams have a high weight and are difficult to install. This is particularly true when a ship is to be retrofitted with container lashing bridges.
The object of the invention is to provide a container lashing bridge with which the load transfer can be can be realized more easily and more favourably.
The object according to the invention is achieved in that at least one load-transferring element is arranged on deck and in that the container lashing bridge is arranged at least substantially on the at least one load-transferring element.
It is thus easily possible to provide container lashing bridges with a container lashing bridge, in particular for retrofitting or in hulls which have little space for the provision of the necessary load-transferring elements or reinforcements.
A further teaching of the invention provides that the at least one load-transferring element has at least one support which is preferably connected to the deck with material fit. It is also advantageous that the at least one load-transferring element has at least two supports, which are preferably connected to one another by at least one transverse support. All in all, this enables a good load transfer to be realized. It is simultaneously possible to achieve good reinforcement of the deck with respect to the container lashing bridge.
A further teaching of the invention provides that the at least one load-transferring element has connecting surfaces on its upper side for producing a connection to at least one stanchion of the container lashing bridge. A simple connection is thus provided, which sufficiently has the required properties.
A further teaching of the invention provides that the at least one load-transferring element has at least one socket for receiving a container lashing means (for example a twistlock) for stowage of a container.
A further teaching of the invention provides that the at least one load-transferring element has a connecting portion for producing a connection to a side of the container ship. The load transfer can thus be further optimised. It is simultaneously possible to realise an increase in the rigidity required for the container lashing bridge. It is also advantageous here that the container lashing bridge extends at least substantially at a right angle to the side of the container ship.
A further teaching of the invention provides that the at least one load-transferring element represents a reinforcement of the deck. In some circumstances, the use of container lashing bridges is only possible as a result of this.
A further teaching of the invention provides that the at least one load-transferring element is constructed in the manner of a frame. Depending on the design profile of the container lashing bridge, simplified assembly is realized with simultaneous standardization.
A further teaching of the invention provides that a plurality of load-transferring elements are provided as a connection between the stanchions of the container lashing bridge and the deck. Depending on the design profile of the container lashing bridge, simplified assembly is realized with a simultaneous reduction in weight.
The object according to the invention is also achieved by a container transport barge, preferably for offshore transportation, designed for transporting containers arranged on top of one another on deck, having a container lashing bridge, preferably a container lashing bridge described above.

The invention is explained in more detail below, with reference to a preferred exemplary embodiment in conjunction with a drawing, which shows:

FIG. 1 a barge for transporting containers with container lashing bridges according to the invention;

FIG. 2 a view of a detail from FIG. 1;

FIG. 3 a sectional view through FIG. 2;

FIG. 4 a three-dimensional illustration of a first embodiment of a container lashing bridge according to the invention;

FIG. 5 an inventive load-transferring element of FIG. 4;

FIG. 6 a three-dimensional view of the bridge part of the inventive container lashing bridge of FIG. 4;

FIG. 7 a three-dimensional illustration of a second embodiment of a container lashing bridge according to the invention; and

FIG. 8 the load-transferring elements of FIG. 7.

FIG. 1 shows a side view of a laden container transport barge 100, which relates to a specific case of a container ship 100 which does not usually have its own drive, but is pulled or pushed by tug boats (not illustrated). They usually have a flat hull 102. Containers are usually only arranged on deck. Such barges are used in particular offshore, near to the coast, and also serve in particular as feeder ships for distributing the containers.
Container lashing bridges 10 according to the invention are arranged on deck 101, transversely to the direction of the ship. Containers 200 are arranged between the container lashing bridges 10.
The arrangement of the container lashing bridges 10 on deck 101 is illustrated in FIG. 2. Schematically indicated lashing means 210 in the form of lashing rods, which are connected to corner fittings 220 of a container 200, are arranged on the container lashing bridge 10. On the container lashing bridge 10, lashing lugs (not illustrated) are provided on lashing plates 11 to which the lashing means 210 are connected. By tensioning the lashing means 210, the containers 200 are additionally secured here in their third tier.
FIG. 3 shows a sectional view through the hull 102 of the container transport barge 100. The container lashing bridge 10 according to the invention is also illustrated here on deck 101. The containers 200 are arranged schematically to the rear of the container lashing bridge 10. The lashing means 210 are arranged in the corner fittings 220 of the containers 200.
The container lashing bridge 10, which is illustrated on deck 101 in FIG. 3, corresponds to the first embodiment of the invention according to FIGS. 4-6. The second embodiment analogous to FIGS. 7, 8 can alternatively also be used.
FIG. 4 here shows a three-dimensional view of the container lashing bridge 10 according to the invention in a first embodiment. The container lashing bridge 10 is composed of a bridge part 20 and a load-transferring element 30. The bridge part 20 is illustrated in FIG. 6 and the load-transferring element 30 is illustrated in FIG. 5.
FIG. 6 shows the bridge part 20 of the container lashing bridge 10 according to the invention. The bridge part 20 is composed of stanchions 21, which are arranged opposite one another in pairs. Depending on the design, the stanchions 21 are substantially spaced from one another by the width of a container 200. The stanchions 21 are connected to two mutually parallel-arranged supports 22, 23 in the form of a lower support 22 and an upper support 23. The supports 22, 23 here are designed as walkways. To this end, they have grids 24 and are connected to the deck 101 via ladders 25. For reinforcement, reinforcing elements 26 are provided between the stanchions 21. The reinforcing elements 26 are divided into upper reinforcing elements 27, centre reinforcing elements 28 and lower reinforcing elements 29. Depending on the result of the load calculation with respect to the bridge part 20, these are arranged symmetrically opposite one another on both sides along the bridge part 20, in each case between two stanchions 21. Reinforcing elements 19 can likewise be provided at the end faces.
FIG. 5 shows an inventive load-transferring element 30 in a first embodiment according to the invention. The load-transferring element 30 here has two parallel-arranged main supports 31. The main supports 31 in this embodiment extend over the entire width of the ship. It is likewise possible to provide portions which do not extend over the entire width of the ship 100.
They have two connecting portions 32 at their ends. The connecting portions 32 serve, on the one hand, as a stabilizer and, on the other, as a reinforcing element for connecting to the ship's hull (not illustrated here) for reinforcement. The main supports 31 are connected to one another via transverse supports 33. To increase the stability, and as an assembly surface, short supports 34 are provided where necessary, which are arranged centrally between two transverse supports 33, parallel to the main support 31. The lower reinforcing elements 29 can be arranged thereon, for example.
As can be seen in FIG. 4, the stanchions 21 of the bridge part 20 are arranged on the transverse supports 33. The main supports 31 are preferably welded to the deck 101. For stabilization purposes, fins 35 are additionally provided, which are triangular in design here. One side of the triangle of the fins 35 is connected here to the main support 31 and the other side is connected to the deck 101. Container sockets 12 are provided on the main supports 31. The twistlocks arranged on the underside of the containers 200 engage in these sockets 12 and thus connect the load-transferring element 30 to the containers 200.
FIG. 7 shows a second embodiment of a container lashing bridge 10 according to the invention. The bridge part 20 here corresponds substantially to that described above with reference to FIG. 6. The spacing between the stanchions 21 is based substantially on the load profile determined for the respective container lashing bridge 10.
As can be seen in FIG. 8, the load-transferring element 30 here is composed of a plurality of elements 36, 37, 38. The load-transferring elements 36, 37, 38 likewise have outer support portions 39. These are aligned analogously to the main support 31 of the first embodiment. Transverse support portions 40 are additionally provided. These connect the support portions 39 at a right angle to one another, for example. The support portion 39 and the transverse support portions 40 are likewise welded to the deck 101. Fins 35 are likewise provided to increase the stability.
In the region of the support portions 39, container sockets 12 are likewise provided for connecting the containers 200 to the deck 101. Supporting plates 41 are provided on the support portions 39 and the transverse support portions 40. The bridge portion 20 is arranged on these supporting plates 41, as can be seen in FIG. 7. The load-transferring elements 36 furthermore each comprise an outer connecting portion 32, which has the same function as that already described above with reference to the first embodiment.
Depending on the design profile, the division of the load-transferring element 30 into individual elements 36, 37, 38 realises a simplification of the assembly with a simultaneous reduction in weight. It is furthermore advantageous that, as a result of the clearances 42, water which enters the deck during the journey is able to run off more easily.

Claims

1. Container lashing bridge for arranging on deck of a container ship, in particular a barge for transporting containers, preferably for offshore transportation, having at least two stanchions and having at least one support, wherein lashing means for lashing at least one container can be attached to the at least one support, preferably via lashing plates which have lashing lugs and are arranged on the stanchions or on the support, characterized in that at least one load-transferring element is arranged on deck and in that the container lashing bridge is arranged at least substantially on the at least one load-transferring element.

2. Container lashing bridge according to claim 1, characterized in that the at least one load-transferring element has at least one support, which is preferably connected to the deck with material fit.

3. Container lashing bridge according to claim 2, characterized in that the at least one load-transferring element has at least two supports, which are preferably connected to one another by at least one transverse support.

4. Container lashing bridge according to claim 1, characterized in that the at least one load-transferring element has connecting surfaces on its upper side for producing a connection to at least one stanchion of the container lashing bridge.

5. Container lashing bridge according to claim 1, characterized in that the at least one load-transferring element has at least one socket for receiving a container lashing means (for example a twistlock) for stowage of a container.

6. Container lashing bridge according to claim 1, characterized in that the at least one load-transferring element has a connecting portion for producing a connection to a side of the container ship.

7. Container lashing bridge according to claim 1, characterized in that the container lashing bridge extends at least substantially at a right angle to the side of the container ship.

8. Container lashing bridge according to claim 1, characterized in that the at least one load-transferring element represents a reinforcement of the deck.

9. Container lashing bridge according to claim 1, characterized in that the at least one load-transferring element is constructed in the manner of a frame.

10. Container lashing bridge according to claim 1, characterized in that a plurality of load-transferring elements are provided as a connection between the stanchions of the container lashing bridge and the deck.

11. Container transport barge, preferably for offshore transportation, designed for transporting containers arranged on top of one another on deck, having a container lashing bridge, preferably according to claim 1.