A jetty-type pier structure for loading fire trucks onto ships

Abstract

This utility model discloses a pier-type wharf structure for loading fire trucks onto ships, including a wharf connected to the shore by an approach bridge. A temporary steel bridge parallel to the approach bridge is provided on one side of the approach bridge, with a certain distance between the temporary steel bridge and the approach bridge. The temporary steel bridge extends towards the front edge of the wharf. A ramp is provided on the other side of the approach bridge, connected to the approach bridge, and extends along the length of the approach bridge to the wharf. The top elevation of the ramp's front edge is lower than the top elevation of the wharf. This pier-type wharf structure provides a passage for fire trucks to board and disembark vessels. When working vessels are moored at the wharf berth at different water levels, fire trucks can board the working vessels to carry out fire rescue work, effectively controlling potential hazards.

Description

Technical Field

[0001] This utility model relates to the field of dock engineering technology, and in particular to a pier-type dock structure for loading fire trucks onto ships. Background Technology

[0002] With the rapid development of the water transport industry, more and more wharf structures are being built in various ports to facilitate ship berthing, cargo loading and unloading, and transportation. Given the limited shoreline resources, in order to reduce the length of shoreline used, the wharf structure often adopts the jetty type wharf. The jetty type wharf refers to a wharf that extends from the land shore into the water. Ships can be moored on both sides and at the ends of the jetty. It has the advantages of compact layout and centralized management.

[0003] Pier-type wharf structures typically connect approach bridges to wharf platforms, with berths for ships along the platform. When a fire breaks out on a ship, wharf, or adjacent building, fireboats are usually used for rescue operations. Fireboats have strong water supply capabilities, enabling them to quickly suppress and extinguish fires. However, fireboats are primarily used for firefighting, and their function is relatively singular. When fires break out in the cabins or adjacent buildings, trapping people, fireboats cannot approach the ship and cannot carry out effective rescue operations. Fireboats equipped with fire trucks and other firefighting equipment can provide flexible rescue support in different scenarios (e.g., fireboats equipped with ladder trucks can perform both firefighting and personnel and material rescue operations), improving the maritime rescue capabilities of fireboats.

[0004] The existing pier-type wharf structure design only considers the berthing of fireboats, but does not take into account the issue of fire trucks boarding the vessels. Due to factors such as the wharf platform structure and the fireboat's own structure, after the fireboat is moored at the wharf berth, fire trucks cannot board the vessel through the berth. How to enable fire trucks to board the vessel for rescue is an important issue in the wharf structure design. Utility Model Content

[0005] One of the objectives of this utility model is, at least, to address the problems existing in the prior art by providing a jetty-type pier structure for loading fire trucks onto ships. This jetty-type pier structure has a passageway for loading fire trucks onto ships, enabling fire trucks to carry out rescue work when a fire occurs, thereby reducing the difficulty and danger of ship fire rescue.

[0006] To achieve the above objectives, the technical solution adopted by this utility model includes the following aspects.

[0007] A jetty-type wharf structure for loading fire trucks onto ships includes a wharf connected to the shore by an approach bridge. A temporary steel bridge parallel to the approach bridge is provided on one side of the approach bridge, with a certain distance between the temporary steel bridge and the approach bridge. The temporary steel bridge extends towards the front edge of the wharf. A ramp is provided on the other side of the approach bridge, connected to the approach bridge. The ramp extends along the length of the approach bridge to the wharf, and the top elevation of the front edge of the ramp is lower than the top elevation of the wharf.

[0008] Preferably, the ramp includes abutment section one, abutment section two, and abutment section three, which are connected sequentially along the length of the ramp to form an integral structure. The bottom and top of abutment section one are both sloped, and the slope direction of the bottom and top of abutment section one is the same. The bottom of abutment section two is flat, and the top is sloped. The bottom of abutment section three is flat, and the top is sloped. Abutment section one slopes towards abutment section two, and the top of abutment section two slopes towards abutment section three. The thickness of abutment section three is greater than the thickness of the edge of abutment section two.

[0009] Preferably, a recessed platform is provided on the second pier section. The recessed platform is located on the water side of the second pier section and is arranged along the length of the second pier section. The recessed platform and the first pier section are connected by a pedestrian staircase. One or more pedestrian staircases are provided on the water side of the recessed platform.

[0010] Preferably, the top and bottom slopes of the first pier section are both 2% to 3%, the top slope of the second pier section is 5% to 7%, and the slope of the approach bridge is 2% to 3%.

[0011] Preferably, retaining walls are provided on the top surface of the ramp, both on the side near the approach bridge and on the side near the recessed platform.

[0012] Preferably, the waterside of the recessed platform is provided with multiple berthing components, rubber fenders, and rubber fender ladders along the length of the recessed platform.

[0013] Preferably, the top surface of the recessed platform near the water side is also provided with multiple mooring bollards.

[0014] Preferably, the horizontal projection of the first pier section is a triangle, the horizontal projection of the connection between the approach bridge and the shore is a triangle, and the horizontal projections of the second and third pier sections are both rectangles.

[0015] Preferably, both the approach bridge and the wharf are equipped with pipe piers and pipe racks, and the pipe racks are equipped with drainage pipes that extend from the wharf to the shore.

[0016] Preferably, the ramp, approach bridge, and wharf are all reinforced concrete structures, and the top surfaces of the ramp, approach bridge, and wharf are all provided with a wear-resistant layer.

[0017] In summary, by adopting the above technical solution, this utility model has at least the following beneficial effects:

[0018] By setting up a ramp on one side of the approach bridge, extending the ramp along the length of the approach bridge to the wharf, and ensuring that the top elevation of the ramp's leading edge is lower than the top elevation of the wharf, fire trucks can easily board workboats (fireboats) to carry out rescue operations when they are moored at the wharf berths at different water levels, effectively controlling the occurrence of dangerous situations.

[0019] The ramp consists of three sections: pier section one, pier section two, and pier section three. Pier section three is thicker than the edge of pier section two, which increases the structural strength of the ramp edge. This not only disperses the impact energy of surging waves and prevents local structural damage to the ramp, but also helps to mitigate the impact energy of fire trucks jumping off the ramp when they board the vessel at the berth. The thickened pier section three can resist the impact energy generated by the fire truck jumping off the ramp and prevent structural damage to the ramp.

[0020] By setting up a recessed platform on the second pier section of the ramp, and installing one or more pedestrian stairs on the recessed platform, when the rescue boat is docked at the recessed platform at different water levels, people can get on and off the rescue boat at different water levels through the pedestrian stairs. The rescue boat can cooperate with fire trucks and work boats to carry out rescue work, thereby improving the effectiveness of hazard control. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the plan structure of a pier-type dock for loading fire trucks onto ships, an exemplary embodiment of this utility model.

[0022] Figure 2 This is a schematic diagram of the structure where the workboat is moored at the pier-type dock used for loading fire trucks.

[0023] Figure 3 This is a schematic diagram of the elevation structure of a ramp, an exemplary embodiment of this utility model.

[0024] Figure 4 This is a schematic diagram of the cross-sectional structure of an exemplary embodiment of the present invention.

[0025] The markings in the diagram are as follows: 1-sloping ramp, 11-pier section one, 12-pier section two, 120-recessed platform, 121-pedestrian staircase one, 122-pedestrian staircase two, 13-pier section three, 2-approach bridge, 3-dock, 31-dock front edge, 4-steel temporary bridge, 5-workboat, 6-rescue boat, 7-berthing components, 8-rubber fender, 9-rubber fender ladder, 10-mooring bollard, 100-wearing layer, A-retaining wall. Detailed Implementation

[0026] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments, so that the purpose, technical solution and advantages of the present invention will be clearer. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0027] refer to Figure 1 , Figure 2 The exemplary embodiment of this utility model of a pier-type wharf structure for loading fire trucks includes a wharf 3. The wharf 3 is connected to the shore by an approach bridge 2. A steel temporary bridge 4 parallel to the approach bridge 2 is provided on one side of the approach bridge 2. The steel temporary bridge 4 is spaced apart from the approach bridge 2 and extends towards the front edge 31 of the wharf. A ramp 1 is provided on the other side of the approach bridge 2. The ramp 1 is connected to the approach bridge 2 and extends along the length of the approach bridge 2 to the wharf 3. The top elevation of the front edge of the ramp 1 is lower than the top elevation of the wharf 3, and the difference in elevation between the two is 2.5~3.5m.

[0028] By setting up a ramp 1 on the side opposite to the approach bridge 2 and the temporary steel bridge 4, when a thousand-ton workboat 5 (such as a workboat with a 1200-ton pier) is moored on one side of the wharf 3, the workboat 5 is simultaneously abutted at the edge of the ramp 1. Fire trucks can enter the ramp 1 from the approach bridge 2, and then board the workboat 5 via the ramp 1 to carry out fire rescue work in coordination with the workboat 5. Since the ramp 1 is set up on one side of the approach bridge 2 and extends to the wharf 3, the ramp 1 can adapt to different water levels. At different water levels, when the workboat 5 is moored at the berth of the wharf 3, fire trucks can enter the workboat 5 via the ramp 1 to carry out rescue work. When constructing a pier-type wharf structure for fire trucks to board ships, the temporary steel bridge 4 can facilitate the transportation of materials.

[0029] Ramp 1 comprises three sections: pier section 11, pier section 2, and pier section 3, which are connected sequentially along the length of ramp 1 to form a single structure. The bottom elevation of pier section 11 is higher than that of pier section 2, and the bottom elevation of pier section 2 is higher than that of pier section 3. Both the bottom and top of pier section 11 have slopes, and the slope direction of the bottom and top is... Similarly, the bottom of pier section 2 (12) is flat, while the top is sloped; the bottom of pier section 3 (13) is flat, while the top is sloped. Pier section 1 (11) slopes towards pier section 2 (12) (pier section 1 slopes downwards towards pier section 2), and the top of pier section 2 (12) slopes towards pier section 3 (13). Pier section 1 (11) connects to approach bridge 2, allowing fire trucks to smoothly enter ramp 1 from approach bridge 2, from pier section 2 (12) towards pier section 13. The overall thickness of pier section 2 12 gradually decreases. By connecting pier section 3 13 at the edge of pier section 2 12, the thickness of pier section 3 13 is thicker than the edge thickness of pier section 2 12, which can increase the structural strength of the edge of ramp 1. On the one hand, it can disperse the impact energy of surging waves and prevent local structural damage to ramp 1. On the other hand, when the work boat 5 is docked at the berth of wharf 3, there will be a certain gap between the work boat 5 and the front edge of ramp 1. When fire trucks board the ship via ramp 1, a jumping phenomenon will occur at the gap between ramp 1 and work boat 5. The thickened pier section 3 13 of ramp 1 can resist the impact energy generated by the fire truck jumping and prevent structural damage to ramp 1. When the gap between work boat 5 and the front edge of ramp 1 is too large to allow fire trucks to board directly, a ramp can be erected between ramp 1 and work boat 5 to allow fire trucks to board smoothly.

[0030] The top and bottom slopes of pier section 11 are both 2% to 3%, while the top slope of pier section 212 is 5% to 7%, allowing fire trucks to start and stop smoothly on ramp 1 and ascend and descend the slope, facilitating the loading of fire trucks onto the ship. In practice, for example, the bottom elevation of pier section 11 is reduced from +3.6m to +3.2m at a slope ratio of 2.6%, and the top elevation is reduced from +5.1m to +4.7m at a slope ratio of 2.6%; the bottom elevation of pier section 212 is +1.2m, and the top elevation is reduced from +4.7m to +2.6m at a slope ratio of 5.6%; the bottom elevation of pier section 313 is +0m, and the top elevation is reduced from +2.6m to +2.2m. Furthermore, the ramp is at least 50m long (preferably 56m) and at least 14m wide, with the pier section 11 being 15m long. The ramp, serving as a platform support, can meet various needs such as vehicle turning, boarding and alighting from ships, and pedestrian and cargo loading and unloading. The approach bridge 2 also has a slope, extending from the shore side towards the wharf 3 at a gradient of 2% to 3%. Preferably, the approach bridge decreases from a shore elevation of +6.5m to +4.7m on the water side, with a thickness of 1.5m, a length of 114m, and a width of 9m. The wharf berth is 140m long, with a top elevation of +4.7m, a thickness of 1.5m, and a width of 9m.

[0031] The horizontal projection of pier section 11 is triangular, the horizontal projection of the connection between approach bridge 2 and the bank is triangular, and the horizontal projections of pier section 2 and pier section 3 are rectangular. Setting the connection between approach bridge 2 and the bank and pier section 11 as triangles can provide space for fire trucks to drive, allowing fire trucks to drive smoothly from the bank to approach bridge 2 and from approach bridge 2 to ramp 1. It can also reduce pile foundation and concrete construction, thereby reducing the amount of construction work and the construction budget.

[0032] A recessed platform 120 is provided on pier section 2 12. The recessed platform 120 is located on the water side of pier section 2 12 (the side away from the temporary steel bridge) and is set along the length of pier section 2 12. The recessed platform 120 and pier section 1 11 are connected by pedestrian steps 121 to allow pedestrians to enter the recessed platform 120. One or more pedestrian steps 122 are provided on the water side of the recessed platform 120 to allow pedestrians to board and disembark the rescue boat 6 at different water levels. The rescue boat 6 can carry out rescue work on the water and can also cooperate with fire trucks to carry out fire rescue work and quickly control fire hazards.

[0033] refer to Figure 3The waterside of the recessed platform 120 is provided with multiple mooring components 7, rubber fenders 8, and rubber fender ladders 9. When the rescue boat 6 is moored at the edge of the recessed platform 120 on the ramp 1, the mooring components 7, rubber fenders 8, and rubber fender ladders 9 can effectively reduce the impact force between the rescue boat 6 and the recessed platform 120, protecting the safety of the rescue boat 6 and the facilities of the recessed platform 120. The rubber fender ladders 9 can also facilitate getting on and off the rescue boat 6 or the recessed platform 120. The top surface of the recessed platform 120 near the waterside is also provided with multiple mooring bollards 10 to ensure that the rescue boat 6 is moored smoothly at the recessed platform 120.

[0034] Ramp 1, approach bridge 2, and wharf 3 are all reinforced concrete structures, which ensures the structural strength of ramp 1, approach bridge 2, and wharf 3. The top surfaces of ramp 1, approach bridge 2, and wharf 3 are all reinforced concrete with a 100-200mm thick wearing course (reference). Figure 4 The figure only shows the wear layer on the top surface of the ramp; the wear layers on the top surfaces of the approach bridge and the wharf are not shown, to prevent surface wear. Retaining walls A are provided on the top surface of ramp 1 on both the side near the approach bridge and the side near the recessed platform 120 (see reference). Figure 4 Retaining wall A can improve the safety of vehicle travel; retaining wall A is set along the length of ramp 1, and retaining wall A is 400mm thick and 500mm high.

[0035] During application, pipe piers and pipe racks are installed on both approach bridge 2 and wharf 3. Drainage pipes (not shown in the figure) are installed on the pipe racks. The drainage pipes extend from wharf 3 to the shore. The drainage pipes can be used for municipal or fire water supply and can effectively control the danger in the event of a fire.

[0036] The above description is merely a detailed illustration of specific embodiments of this utility model, and not a limitation thereof. Various substitutions, modifications, and improvements made by those skilled in the art without departing from the principles and scope of this utility model should be included within the protection scope of this utility model.

Claims

1. A pier-type dock structure for loading fire trucks onto ships, characterized in that, The facility includes a wharf (3), which is connected to the shore via a bridge (2). A steel temporary bridge (4) parallel to the bridge (2) is provided on one side of the bridge (2). The steel temporary bridge (4) and the bridge (2) are spaced apart. The steel temporary bridge (4) extends toward the front edge (31) of the wharf. A ramp (1) is provided on the other side of the bridge (2). The ramp (1) is connected to the bridge (2). The ramp (1) extends along the length of the bridge (2) to the wharf (3). The top elevation of the front edge of the ramp (1) is lower than the top elevation of the wharf (3).

2. The pier-type wharf structure for loading fire trucks onto ships according to claim 1, characterized in that, The ramp (1) includes abutment section one (11), abutment section two (12) and abutment section three (13). The abutment section one (11), abutment section two (12) and abutment section three (13) are connected in sequence along the length of the ramp (1) to form an integral structure. The bottom and top of the abutment section one (11) are both sloped. The bottom and top of the abutment section one (11) have the same slope direction. The bottom of the abutment section two (12) is flat and the top is sloped. The bottom of the abutment section three (13) is flat and the top is sloped. The abutment section one (11) slopes towards the abutment section two (12). The top of the abutment section two (12) slopes towards the abutment section three (13). The thickness of the abutment section three (13) is greater than the thickness of the edge of the abutment section two (12).

3. The pier-type wharf structure for loading fire trucks onto ships according to claim 2, characterized in that, A recessed platform (120) is provided on the second pier section (12). The recessed platform (120) is located on the water side of the second pier section (12) and is set along the length direction of the second pier section (12). The recessed platform (120) and the first pier section (11) are connected by a pedestrian staircase (121). One or more pedestrian staircases (122) are provided on the water side of the recessed platform (120).

4. The pier-type wharf structure for loading fire trucks onto ships according to claim 2, characterized in that, The top and bottom slopes of the first pier section (11) are both 2% to 3%, the top slope of the second pier section (12) is 5% to 7%, and the slope of the approach bridge (2) is 2% to 3%.

5. The pier-type wharf structure for loading fire trucks onto ships according to claim 3, characterized in that, On the top surface of the ramp (1), retaining walls are provided on the side of the ramp (1) near the approach bridge (2) and the side near the recessed platform (120).

6. The pier-type dock structure for loading fire trucks onto ships according to claim 3, characterized in that, The recessed platform (120) is provided with multiple berthing components (7), rubber fenders (8) and rubber fender ladders (9) along the length of the recessed platform (120) on the water side.

7. The pier-type wharf structure for loading fire trucks onto ships according to claim 3, characterized in that, The top surface of the recessed platform (120) near the water is also provided with multiple mooring bollards (10).

8. The pier-type wharf structure for loading fire trucks onto ships according to any one of claims 2 to 7, characterized in that, The horizontal projection of the first pier section (11) is a triangle, the horizontal projection of the approach bridge (2) and the connection with the shore is a triangle, and the horizontal projections of the second pier section (12) and the third pier section (13) are both rectangles.

9. The pier-type wharf structure for loading fire trucks onto ships according to any one of claims 1 to 7, characterized in that, Both the approach bridge (2) and the wharf (3) are equipped with pipe piers and pipe racks, and the pipe racks are equipped with drainage pipes that extend from the wharf (3) to the shore.

10. The pier-type wharf structure for loading fire trucks onto ships according to any one of claims 1 to 7, characterized in that, The ramp (1), approach bridge (2) and wharf (3) are all reinforced concrete structures, and the top surfaces of the ramp (1), approach bridge (2) and wharf (3) are all provided with wear-resistant layers.

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