Container Carrier

Abstract

The present invention relates to a container carrier ship comprising a hull, a first container group loaded on a port side deck of the hull and arranged in a plurality of containers spaced apart from each other in the longitudinal direction of the hull, a second container group loaded on a starboard side deck of the hull and arranged in a plurality of containers spaced apart from each other in the longitudinal direction of the hull, and a third container group loaded on a deck between the first container group and the second container group and arranged in a plurality of containers spaced apart from each other in the longitudinal direction of the hull, wherein the first container group comprises a plurality of first containers arranged adjacent to each other with their longitudinal direction parallel to the width direction of the hull, the second container group comprises a plurality of second containers arranged adjacent to each other with their longitudinal direction parallel to the width direction of the hull, and the third container group comprises a plurality of third containers arranged adjacent to each other with their longitudinal direction parallel to the length direction of the hull.

Description

[Technical field]

[0001] The present invention relates to a container carrier. [Background technology]

[0002] There is a trend for container carriers to increasingly increase the container loading capacity, and at the same time as the increase in loading capacity, attention is being paid to ensuring the stability of the loaded containers during operation as an important factor.

[0003] In such container carriers, containers are loaded into holds installed in the fore-and-aft direction inside the hull via a structure called a cell guide, and then loaded onto hatch covers that act as lids for the holds on the deck of the hull, and then secured in place using various fittings.

[0004] Containers loaded on the deck of a ship may tip over due to the six degrees of freedom motion of the ship, especially the rolling motion, during operation.

[0005] In order to prevent containers from tipping over, fastening devices such as twistlocks are used to fasten upper and lower containers together, and lashing bridge structures and containers together.

[0006] Container carriers are generally equipped with lashing bridges at about 1 to 4 tiers. These lashing bridges allow the fastening of lashing rods to prevent containers from tipping over, and allow for the fastening of containers. In addition to the role of fastening lashing using lashing rods, lashing bridges also allow access and ensure working space for the maintenance and monitoring of control units installed in reefer containers loaded on deck. The CSS Code stipulates that lashing bridges must be of a certain size or larger to ensure working space for workers during maintenance work.

[0007] Conventional lashing bridges on container carriers are required to be installed at the front and rear of containers in order to fasten lashing rods, and have the same width as the ship's width. They must be constructed of high-strength, heavy structures to withstand the fastening load of the lashing rods and to have sufficient dimensions to ensure working space.

[0008] Among containers loaded onto the deck of a container carrier, those loaded at the level of the lashing bridge are fastened with lashing rods that fasten the lashing bridge and the container as described above. However, in the case of containers loaded at a level higher than the height of the lashing bridge, workers cannot approach the containers, and no additional fittings are used in addition to the twist locks, which are the basic fastening device.

[0009] For this reason, containers that are loaded at a high level and do not have separate lashing fastenings in addition to twist locks are at high risk of tipping over.

[0010] Considering the increasing container loading capacity of conventional container carriers, there is a limit to how much stability can be ensured against the risk of containers tipping over by lashing only using lashing bridges. In particular, lashing is not even possible for containers that are loaded at a high level where it is difficult for workers to access them. This calls for research and development into additional methods of ensuring stability.

[0011] Furthermore, as the loading capacity of containers increases, the loading capacity of reefer containers also increases, and as a result, the number of lashing bridges also increases. However, as lashing bridges are made of high-strength and heavy structures as mentioned above, there are problems that lead to an increase in the overall weight of container carriers, excessive manufacturing labor, and a weakening of competitiveness in receiving orders, and research and development to solve these problems is also necessary. Summary of the Invention [Problem to be solved by the invention]

[0012] The present invention has been made to solve the problems of the prior art as described above, and an object of the present invention is to provide a container carrier ship that ensures stability against the risk of containers tipping over and minimizes the need for installation of lashing bridges. [Means for solving the problem]

[0013] A container carrier ship according to one embodiment of the present invention includes a hull, a first container group loaded on a port side deck of the hull and arranged in a plurality of containers spaced apart from each other in the longitudinal direction of the hull, a second container group loaded on a starboard side deck of the hull and arranged in a plurality of containers spaced apart from each other in the longitudinal direction of the hull, and a third container group loaded on a deck between the first container group and the second container group and arranged in a plurality of containers spaced apart from each other in the longitudinal direction of the hull, wherein the first container group includes a plurality of first containers arranged adjacent to each other with their longitudinal direction parallel to the width direction of the hull, the second container group includes a plurality of second containers arranged adjacent to each other with their longitudinal direction parallel to the width direction of the hull, and the third container group includes a plurality of third containers arranged adjacent to each other with their longitudinal direction parallel to the length direction of the hull.

[0014] Specifically, the first and second container groups can support the third container group, which will sway due to the rolling of the hull, to prevent it from tipping over.

[0015] Specifically, no lashing bridges are installed between the first and second container groups, and a lashing bridge of a certain height may be installed between the third container groups.

[0016] Specifically, the lashing bridge installed between the plurality of third container groups may be provided with a structure for fastening lashing rods and lashing bars to prevent tipping over, and a working space for maintenance and monitoring of the reefer containers.

[0017] Specifically, the third container group is arranged in pairs with the control units at the rear of the containers facing each other across one of the lashing bridges, thereby eliminating the need for a lashing bridge at the front of the containers.

[0018] Specifically, the first, second and third containers constituting the first, second and third container groups are fastened with anti-toppling members that control rotational displacement due to play between the left and right containers in addition to twist locks that fix the upper and lower containers, and the lashing bridges installed between the plurality of third container groups may have a structure that eliminates structures for fastening lashing rods and lashing bars for preventing tipping by controlling the rotational displacement of the containers by the anti-toppling members when the hull rolls.

[0019] Specifically, the anti-toppling members are fastened to the twist locks and corner castings before the container is loaded, and are fastened to the sides of two corner castings provided on one side of the container out of the four corner castings provided at the bottom of the container, thereby controlling the rotational displacement of the container.

[0020] Specifically, among the third containers loaded in multiple stages, the third container disposed between the lashing bridges may be a reefer container.

[0021] Specifically, among the first and second containers loaded in multiple tiers, the first and second containers arranged in one tier may be reefer containers. Effect of the Invention

[0022] In the container carrier ship of the present invention, the first and second container groups are arranged on the port and starboard side decks, and the third container group is arranged on the deck between the first and second container groups, and the multiple first and second containers constituting the first and second container groups are arranged so that their length direction is aligned with the width direction of the hull, and the multiple third containers constituting the third container group are arranged so that their length direction is aligned with the length direction of the hull.As a result, the first and second containers have stronger characteristics against rolling loads than the third container, and even if the third container sways from side to side due to the rolling of the hull, the first and second containers can play a supporting role (play a role in preventing tipping over), ensuring stability against the risk of the containers tipping over.

[0023] In addition, in the container carrier ship according to the present invention, the first and second container groups have a relatively low risk of tipping over compared to the third container group, so there is no need to install lashing bridges for fastening lashing rods, and the number of lashing bridges to be installed can be reduced compared to conventional lashing bridges installed at the same width as the ship's width.

[0024] In addition, in the container carrier ship according to the present invention, since the first and second container groups play a role in preventing the third container group from tipping over, the lashing bridge installed on the third container group can be simply manufactured only for maintenance purposes, eliminating the need for fastening structures such as lashing rods and lashing bars for preventing tipping over, and can be manufactured to be a lashing bridge with low strength and weight compared to conventional high-strength and heavy-weight lashing bridges, thereby eliminating the need for conventional fastening devices such as lashing rods and lashing bars, thereby reducing costs.

[0025] In addition, the container carrier ship of the present invention is configured so that, of a pair of containers loaded on the deck and facing each other at a distance along the length of the hull, a lashing bridge is installed on the rear side (the side where the control unit is installed) of each of the bow and stern containers, but no lashing bridge is installed on the front side (the side where the entrance and exit are installed) of each of the bow and stern containers, thereby further reducing the number of lashing bridges to be installed compared to conventional lashing bridges.

[0026] Furthermore, the container carrier ship of the present invention is provided with twist locks that are fastened to the corner castings of the containers before the containers are loaded so as to fix the space between the upper and lower containers to be loaded, and anti-tip members that are fastened to the sides of the corner castings of the containers before the containers are loaded so as to control the rotational displacement between the containers loaded with a certain amount of play on the left and right.This means that the anti-tip members can prevent the containers from tipping over due to the play between the rows of containers rotating when the ship rolls, which could lead to the twist locks being detached and causing the containers to tip over. [Brief description of the drawings]

[0027] [Figure 1] 1 is a plan view of a container carrier ship according to a first embodiment of the present invention. FIG. [Diagram 2] This is a cross-sectional view of the container carrier ship taken along line YY' in Figure 1. [Diagram 3] FIG. 2 is a longitudinal sectional view of the container carrier taken along line XX′ in FIG. 1. [Figure 4] FIG. 2 is a diagram for explaining a hatch cover of a container carrier ship according to a first embodiment of the present invention. [Diagram 5] FIG. 4 is a plan view of a container carrier ship according to a second embodiment of the present invention. [Figure 6] FIG. 6 is a diagram for explaining part A in FIG. 5. [Figure 7] FIG. 6 is a longitudinal sectional view of the container carrier ship taken along line XX′ in FIG. 5. [Figure 8] FIG. 11 is a perspective view of an anti-toppling member applied to a container carrier ship according to a third embodiment of the present invention. [Figure 9] FIG. 11 is a side view of an anti-toppling member applied to a container carrier ship according to a third embodiment of the present invention. [Figure 10] FIG. 11 is a diagram for explaining an installation state of an anti-toppling member applied to a container carrier ship according to a third embodiment of the present invention. [Figure 11] FIG. 11 is an enlarged view of part B in FIG. [Figure 12] Figures 12(a) and 12(b) in Figure 12 are diagrams for comparatively explaining the case where an anti-toppling member applied to a container carrier ship in accordance with a third embodiment of the present invention is applied and the case where it is not applied. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0028] The object, particular advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments in conjunction with the accompanying drawings. In this specification, when adding reference numbers to components in each drawing, it is to be noted that the same numbers are used as much as possible only for identical components even if they are shown in different drawings. In addition, in describing the present invention, if it is determined that a detailed description of related publicly known technology unnecessarily obscures the gist of the present invention, the detailed description will be omitted.

[0029] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0030] FIG. 1 is a plan view of a container carrier ship according to a first embodiment of the present invention, FIG. 2 is a cross-sectional view of the container carrier ship cut along line YY' in FIG. 1, FIG. 3 is a longitudinal section of the container carrier ship cut along line XX' in FIG. 1, and FIG. 4 is a view for explaining a hatch cover of the container carrier ship according to the first embodiment of the present invention.

[0031] 1 to 4, a container carrier 1 according to a first embodiment of the present invention can transport containers C loaded in multiple stages inside and outside a hull 10 from a departure point to a destination point.

[0032] The hull 10 forms the exterior of a container carrier ship 1. The hull 10 is surrounded by a deck 11, ship side shell plating 12 forming a port side 12a and a starboard side 12b, and a bottom plating 13, and in the fore-and-aft direction, a bow 14 is provided at the front and a stern 15 is provided at the rear.

[0033] The internal structure of the hull 10 will now be described.

[0034] Containers C can be loaded inside the hull 10. For this purpose, a plurality of holds H are provided in the fore-and-aft direction inside the hull 10. Cell guides (not shown) are provided inside the holds H to guide the loading of the containers C.

[0035] A partially open partition wall (not shown) is provided within the hold H to partition a plurality of bays (not shown) that constitute the hold H. That is, the hold H may include at least two or more bays in the front-rear direction, and each bay is separated by a partition wall. In this case, the partially open partition wall may be provided so as to separate the two bays, and the space between the partition walls may be referred to as a gap portion G.

[0036] In addition, the holds H have sealed partitions (not shown) in the front-rear direction, and a gap G is formed between the holds H. That is, the front partition of any one of the holds H can be separated from the rear partition of the hold H provided in front of it, and a horizontally placed deck strip (not shown) or the like can be disposed in the gap G, which is the separated portion.

[0037] A hatch coaming (not shown) is provided at the top of the hold H. The hatch coaming may be a frame that protrudes upward around the entrance to the hold H and may be configured for the hatch cover V to cover.

[0038] The hold H can be sealed from the outside by placing a hatch cover V on the hatch coaming, although the hatch cover V may simply rest on the hatch coaming rather than being attached to it.

[0039] An engine room R may be provided adjacent to the stern 15 inside the hull 10. A propulsion engine (not shown) is housed in the engine room R, and the propulsion engine is mechanically or electrically connected to a propeller to consume liquefied gas as fuel to rotate the propeller.

[0040] When the container carrier ship 1 is a gas-fuel propulsion ship, a liquefied gas storage tank 20 may be accommodated in the lower part of the cabin A in the central part of the hull 10. In this case, the liquefied gas storage tank 20 may be provided directly below the cabin A and may be surrounded by a cofferdam (not shown).

[0041] The facilities provided on the deck 11 of the hull 10 will be described below.

[0042] A cabin A is provided on a deck 11 of the hull 10. The cabin A is a living space for the crew and can be divided into a plurality of levels in the vertical direction, with a cockpit for controlling the voyage being provided on the top level.

[0043] An engine casing I is provided behind the cabin A on the deck 11 of the hull 10. The engine casing I has a chimney for discharging exhaust gas generated from the propulsion engine to the outside, and can also form a space in which an emergency generator, fire extinguishing equipment, etc. can be installed.

[0044] Containers C can be loaded on the deck 11 of the hull 10 except for the cabin A and the engine casing I. In order to load the containers C, lashing bridges L are provided on the deck 11 at a certain distance in the fore-and-aft direction.

[0045] The lashing bridges L are generally installed at the front and rear of the containers C, which are generally loaded in 1 to 4 tiers, to fasten lashing rods to prevent the containers C from tipping over, and to secure access and working space for maintenance and monitoring of a control unit (see symbol "CU" in FIG. 6) installed in the reefer containers C loaded on the deck 11, in addition to the role of fastening the lashing using the lashing rods. The lashing bridges L may be provided with a socket (not shown) that is connected to the containers C to supply power. In this case, the socket may be connected to the reefer containers C to supply power.

[0046] Among the containers C loaded on the deck 11, in the case of containers C that are loaded at the level of the lashing bridge L, lashing is fastened using the lashing bridge L and fastening devices such as lashing rods fastened to it as described above. However, in the case of containers C that are loaded at a level higher than the height of the lashing bridge L, workers cannot approach them, so no other fittings are applied other than twist locks (see symbol "TL" in Figure 11) that are basically fastened to the corner castings (see symbol "CC" in Figure 11) of the containers C when the containers C are loaded to secure the upper and lower containers C.

[0047] However, recently, the container loading capacity of container carrier ships 1 has been increasing, and at the same time as the loading capacity increases, ensuring the stability of the loaded containers C during operation, particularly ensuring stability against the risk of tipping over, has become an important issue.

[0048] The incidence of tipping is high for upper containers C that are loaded at a level higher than the height of the lashing bridge L due to the six-degree-of-freedom motion, particularly the rolling motion, of the ship during operation of the containers C loaded on the deck 11 of the hull 10. Furthermore, in conventional container carriers, all containers C on the deck 11 are loaded so that their length direction coincides with the length direction of the hull 10, and the actual situation is that the possibility of tipping occurring due to the rolling motion of the ship is very high.

[0049] Therefore, in the container transport ship 1 of this embodiment, among the containers C loaded in multiple tiers across the deck 11 of the hull 10, the arrangement of the first and second containers C1, C2 loaded on the starboard and starboard side decks 11 12a, 12b, and the third container C3 loaded on the deck 11 between the first and second containers C1, C2 is different from the conventional arrangement, thereby ensuring stability against the risk of all containers C tipping over, as will be described in detail below.

[0050] A first container group may be provided on the port side 12a deck 11, the first container group being arranged in a plurality of locations spaced apart from each other in the longitudinal direction of the hull 10.

[0051] Each of the first container groups may be composed of a plurality of first containers C1 arranged adjacent to each other in the length direction of the hull 10 and stacked in multiple stages. In this case, each of the first containers C1 may be arranged such that its length direction coincides with the width direction of the hull 10.

[0052] A second group of containers may be provided on the starboard 12b side deck 11, the second group being spaced apart from one another in the longitudinal direction of the hull 10.

[0053] Each of the second container groups may be composed of a plurality of second containers C2 arranged adjacent to each other in the longitudinal direction of the hull 10 and stacked in multiple stages. In this case, each of the second containers C2 may be arranged such that its longitudinal direction coincides with the transverse direction of the hull 10.

[0054] A third container group may be provided on the deck 11 between the first and second container groups consisting of a plurality of first and second containers C1, C2, the third container group being spaced apart from each other in the longitudinal direction of the hull 10.

[0055] Each of the third container groups may be composed of a plurality of third containers C3 arranged side by side in the width direction of the hull 10 and loaded in multiple tiers as in the conventional manner. In this case, each of the third containers C3 may be arranged such that its length direction coincides with the length direction of the hull 10 as in the conventional manner.

[0056] As described above, the first and second containers C1, C2 arranged on the starboard and port sides 12a, 12b of the first and second container groups are arranged so that their length direction coincides with the width direction of the hull 10, which is the rolling direction of the ship, and therefore have stronger rolling load resistance characteristics than the third container C3 of the third container group, which is conventionally arranged so that its length direction coincides with the length direction of the hull 10.

[0057] When the vessel rolls, a comparison is made between containers arranged on the port and starboard sides 12a, 12b in such a way that their length direction coincides with the width direction of the hull 10 as in this embodiment and containers arranged in such a way that their length direction coincides with the length direction of the hull 10 as in the conventional embodiment. Although the shear load due to the rolling angle is the same, the two corner loads of the containers that receive the lifting load due to the rolling angle are about 1 / 5 of those arranged in the width direction compared to those arranged in the length direction, and therefore the containers arranged in the width direction are more stable against the risk of tipping over due to the release or destruction of the fastening devices (e.g., twist locks) fastened to the two corners as well as the tilt caused by rolling.

[0058] Also, unlike this embodiment, if all the containers C are arranged so that their length direction coincides with the width direction of the hull 10, lashing bridges L must be installed in the length direction of the hull 10, and since the substructure of the ship's deck is configured with bulkheads at regular intervals in the width direction of the ship, problems may arise in terms of load support.

[0059] As a result, even if the third container C3 of the third container group sways from side to side due to the rolling of the hull 10, the first and second containers C1 and C2 of the first and second container groups can perform a supporting role (prevent tipping), ensuring stability against the risk of tipping of all containers C loaded on deck 11.

[0060] In the above, the third container C3 may be arranged so that its length direction coincides with the width direction of the hull 10 like the first and second containers C1 and C2, but in that case, all the containers C on the deck 11 may have strong characteristics against rolling loads but may be vulnerable to pitching loads. Therefore, in this embodiment, the first and second containers C1 and C2 are arranged so that their length direction coincides with the width direction of the hull 10, and the third container C3 is arranged so that its length direction coincides with the length direction of the hull 10, thereby ensuring stability against the risk of tipping over due to not only rolling but also pitching.

[0061] In addition, in the container carrier ship 1 of this embodiment, as described above, the first and second containers C1, C2 are arranged so that the length direction thereof coincides with the width direction of the hull 10, so that the first and second containers C1, C2 have a strong characteristic against rolling load, and therefore the first and second containers C1, C2 can be safe from the risk of tipping over due to rolling even if lashing bridges are not installed in front and behind the first and second containers C1, C2, and lashing bridges L can be installed only in front and behind the third container C3, which is relatively at high risk of tipping over. That is, in the container carrier ship 1 of this embodiment, lashing bridges L are not installed in the first and second container groups consisting of the first and second containers C1, C2, and lashing bridges L of a certain height can be installed only between the third container groups consisting of the third container C3.

[0062] In this way, by installing the lashing bridges L only at the front and rear of the third container group consisting of the third container C3 which has a relatively high risk of tipping over, the number of lashing bridges L installed in this embodiment can be reduced compared to conventional lashing bridges which are installed across the entire width of the deck 11 from the port side 12a to the starboard side 12b.

[0063] In addition, in the container carrier ship 1 of this embodiment, the first and second containers C1 and C2 constituting the first and second container groups serve to prevent the third container C3 constituting the third container group from tipping over, so that the lashing bridge L can be manufactured only for maintenance purposes without the structure for lashing fastening of the container C. In particular, when the anti-tip-over member 100 of the third embodiment described later is applied, the possibility of manufacturing it for maintenance purposes only becomes even higher, and a lashing bridge with low strength and weight can be manufactured compared to the conventional high strength and heavy weight lashing bridges, and conventional fastening devices such as lashing rods and lashing bars can be omitted, enabling cost reduction.

[0064] In the container carrier ship 1 of the present embodiment described above, among the multiple third containers C3 loaded in multiple tiers, a reefer container can be placed in the third container C3 installed between the lashing bridges L, and in addition, among the multiple first and second containers C1, C2 loaded in multiple tiers without the lashing bridges L installed, a reefer container can be placed in the first and second containers C2 loaded in one tier which can be maintained on the deck 11.

[0065] In the container carrier ship 1 of this embodiment, as described above, the first and second containers C1, C2 arranged on the starboard 12a, 12b side decks 11 are aligned in the length direction to the width direction of the hull 10, and the third container C3 arranged between the first container C1 and the second container C2 is aligned in the length direction to the length direction of the hull 10, so that the configuration of the hatch covers V can also be changed. The hatch covers V cover the holds H, and containers C can be loaded in multiple stages on top of them, and can be divided into a port hatch cover V1, a starboard hatch cover V2, and an intermediate hatch cover V3.

[0066] As shown in Fig. 4, a plurality of third containers C3 constituting a third container group may be arranged adjacent to each other in the width direction of the hull 10 on the upper part of the intermediate hatch cover V3. The intermediate hatch cover V3 may be provided with fixing members VL toward the bow 14 and the stern 15 for each area in which the plurality of third containers C3 are arranged, for fixing four lower corners of the corresponding third container C3. Such fixing members VL are for fixing the 40 ft third container C3, and it goes without saying that further fixing members VL may be provided in the middle of the arrangement area so that two 20 ft containers can be arranged in the area in which the 40 ft third container C3 is arranged.

[0067] A plurality of first and second containers C1, C2 constituting a first and second container group may be arranged adjacent to each other in the longitudinal direction of the hull 10 on the upper portions of the port and starboard hatch covers V1, V2. The port and starboard hatch covers V1, V2 may be provided with fixing members VL on the intermediate hatch cover V3 for fixing two lower corners of one side among four lower corners of the corresponding first and second containers C1, C2 for each area where the plurality of first and second containers C1, C2 are arranged. Such fixing members VL are for fixing the 40 ft third container C3, and may be further provided in the middle of the arrangement area so that two 20 ft containers can be arranged in the area where the 40 ft third container C3 is arranged.

[0068] Here, the fixing members VL that fix the other two lower corners of the four lower corners of the first and second containers C1 and C2 do not necessarily have to be provided on the starboard hatch covers V1 and V2, but may be provided on a stool T installed outside the starboard hatch covers V1 and V2.

[0069] In the above, the stool T can be installed on the deck 11 outside the port and starboard hatch covers V1, V2. When the hatch coamings and hatch covers V are installed, a height difference occurs between the upper surface of the deck 11 and the upper surface of the hatch covers V. However, since the hatch covers V have a width relatively smaller than the width of the hull 10, a configuration is required that can eliminate the height difference in order to load the first and second containers C1, C2 on the left end of the port hatch cover V1 and the right end of the starboard hatch cover V2, respectively. Therefore, in the hull 10, a plurality of stools T can be installed in the fore-and-aft direction on the deck 11, either in line with the side shell plating 12 that forms the port side 12a and starboard side 12b or adjacent to the side shell plating 12, and the first and second containers C1, C2 placed on the starboard hatch covers V1, V2 can be supported on one side by the starboard hatch covers V1, V2 and on the other side by the stool T.

[0070] As a result, the fixing member VL for fixing the other two of the four lower corners of the first and second containers C1 and C2 is provided on the stool T.

[0071] In the above, in addition to the first and second containers C1, C2 constituting the first and second container groups being arranged adjacent to each other in the longitudinal direction of the hull 10 while adjacent to the ship's side shell 12, at least one or more third containers C3 out of the third container group C3 may be arranged on the upper portions of the starboard hatch covers V1, V2 depending on the loading capacity (ship's width) of the container carrier ship 1. Thus, the starboard hatch covers V1, V2 may further be provided with the same fixing members VL as those provided on the intermediate hatch cover V3.

[0072] FIG. 5 is a plan view of a container carrier ship according to a second embodiment of the present invention, FIG. 6 is a diagram for explaining part A of FIG. 5, and FIG. 7 is a longitudinal sectional view of the container carrier ship cut along line XX' of FIG. 5.

[0073] The container carrier 2 according to the second embodiment will be described below with reference to Figs.

[0074] The container carrier ship 2 according to the second embodiment may be structurally identical or similar to the container carrier ship 1 according to the first embodiment described above, and therefore, the same symbols are used for identical or similar components, but this does not necessarily mean that the components are identical. In cases where the components are identical, the explanation will be omitted here to avoid duplication, and only the components that differ from the first embodiment will be explained in detail below.

[0075] The container carrier ship 2 of this embodiment, like the container carrier ship 1 of the first embodiment described above, can be configured so that the first and second containers C1, C2 constituting the first and second container groups can serve to prevent the third container C3 constituting the third container group from tipping over.

[0076] However, the container carrier ship 2 of this embodiment is different from the container carrier ship 1 of the first embodiment described above in the configurations of the third container C3 and the lashing bridge L.

[0077] In the case of the container carrier 1 of the first embodiment, a lashing bridge L is installed between each of a plurality of third container groups consisting of third containers C3, whereas in the container carrier 2 of the present embodiment, a plurality of third container groups are arranged in pairs, and among the third containers C3 tied together in pairs, lashing bridges L are installed only between the third containers on the bow 14 side and the third containers on the stern 15 side, and no lashing bridges L are installed on the outside, which is a structural difference that will be explained in detail below.

[0078] In this embodiment, the first and second container groups consisting of the first and second containers C1 and C2 arranged on the starboard and starboard side decks 11 (12a and 12b), and the third container group consisting of the third container C3 arranged between the first and second container groups, have basic configurations that are the same as or similar to those of the first embodiment described above, so detailed explanations will be omitted here, and the following description will focus on the configurations that differ from the first embodiment.

[0079] The first, second and third container groups may be arranged in a plurality of groups spaced apart from each other in the longitudinal direction of the hull 10, as in the first embodiment. However, the third container groups in this embodiment may be arranged in pairs, as shown in Fig. 6, such that the rear sides of the third container C3 on the bow 14 side and the third container C3 on the stern 15 side, where the control units CU of each of the third containers C3 are provided, face each other across one lashing bridge L. In this case, the lashing bridge L is not installed on the front sides of the third container groups, where the third containers C3 on the bow 14 side and the third containers C3 on the stern 15 side are provided with their respective entrances (not shown).

[0080] In other words, in the container carrier ship 2 of this embodiment, the first and second containers C1, C2 constituting the first and second container groups serve to prevent the third container C3 constituting the third container group from tipping over, so that stability can be ensured against the risk of tipping even if one lashing bridge L is installed only between the third container groups arranged in pairs.

[0081] In this embodiment, the lashing bridge L is basically configured to be installed between each pair of third container groups that are tied down, and since the risk of tipping over may be relatively high in the case of the third container groups that are arranged at the outermost hull of the bow 14 and / or stern 15, the lashing bridge L may be selectively installed on the outside regardless of the maintenance of the control unit CU.

[0082] As a result, in this embodiment, the first and second containers C1 and C2 constituting the first and second container groups serve to prevent the third container C3 constituting the third container group from tipping over, and by tying together multiple third container groups in pairs and installing lashing bridges L only between the rear sides of the third containers C3 of each adjacent pair of third container groups, the number of lashing bridges to be installed can be further reduced compared to conventional lashing bridges or the lashing bridges L of the first embodiment.

[0083] In addition, in this embodiment, when the anti-tip-over member 100 of the third embodiment described later is applied together with the arrangement of the container C of the first embodiment, the first and second containers C1 and C2 constituting the first and second container groups serve to prevent the third container C3 constituting the third container group from tipping over, and the anti-tip-over member 100 also serves to prevent tipping over. As a result, the lashing bridge L can be manufactured only for maintenance purposes, eliminating the structure for lashing fastening of the container C, and can be manufactured into a lashing bridge with lower strength and weight than the conventional high-strength and heavy-weight lashing bridge, thereby eliminating the need for conventional fastening devices such as lashing rods and lashing bars, enabling cost reduction.

[0084] In addition, in this embodiment, by reducing the number of lashing bridges L arranged in the longitudinal direction of the hull 10, spare space is generated in the parts where the lashing bridges L are not installed, and the fronts of adjacent containers C can be arranged adjacent to each other in this spare space. In the case of the same type of ship, not only can additional spare space be secured on the bow 14 or stern 15 side, but the overall length of the hull 10 can be reduced by the amount of the spare space while maintaining the same cargo capacity.

[0085] In the container carrier ship 2 of the present embodiment described above, among the multiple third containers C3 loaded in multiple tiers, reefer containers can be placed in the third container C3 on the bow 14 side and the third container C3 on the stern 15 side that are arranged opposite the lashing bridge L, and in addition, among the multiple first and second containers C1, C2 loaded in multiple tiers without the lashing bridge L being installed, reefer containers can be placed in the first and second containers C1, C2 that are loaded in one tier that can be maintained on the deck 11.

[0086] The container carrier ship 2 of the present embodiment described above has been described as having containers C loaded on the deck 11 including the first and second containers C1 and C2 whose length direction is arranged in the width direction of the hull 10, as in the container carrier ship 1 of the first embodiment described above, and the third container C3 whose length direction is arranged in the length direction of the hull 10. However, it goes without saying that the present invention is not limited to this and can also be applied to conventional container carrier ships in which the length directions of all the containers C loaded on the deck 11 are arranged in the length direction of the hull 10.

[0087] In the case of a conventional container carrier, the length direction of all the containers C loaded on the deck 11 is aligned along the length direction of the hull 10, and among a pair of containers C facing each other at a distance along the length direction of the hull 10, the rear sides of the bow 14 side container C and the stern 15 side container C, where the respective control units CU are provided, may be tied together in pairs so that they face each other across one lashing bridge L. In this case, the lashing bridge L is not installed on the front sides of the bow 14 side container C and the stern 15 side container C, where the respective entrances (not shown) are provided, of the pair of tied together containers C.

[0088] Figure 8 is an oblique view of an anti-toppling member applied to a container carrier ship according to the third embodiment of the present invention, Figure 9 is a side view of the anti-toppling member applied to a container carrier ship according to the third embodiment of the present invention, Figure 10 is a diagram for explaining the installation state of the anti-toppling member applied to a container carrier ship according to the third embodiment of the present invention, Figure 11 is an enlarged view of part B of Figure 10, and Figures 12 (a) and (b) are diagrams for comparatively explaining the case where the anti-toppling member applied to the container carrier ship according to the third embodiment of the present invention is applied and not applied.

[0089] As shown in Figs. 8 to 12, an anti-toppling member 100 according to a third embodiment of the present invention can be a container fastening device applied to a container carrier which operates with containers C loaded in multiple stages.

[0090] The anti-toppling member 100 of this embodiment can be applied to all containers C loaded on the container carriers 1 and 2 of the first and second embodiments described above as well as containers loaded on other conventional container carriers, and when applied to such container carriers, it plays a role in preventing the containers C from tipping over, making it possible to manufacture the lashing bridge L only for maintenance purposes without the structure for lashing fastening the containers C, as well as to manufacture a lashing bridge L with lower strength and weight than the conventional high-strength and heavy-weight lashing bridges, and making it possible to omit conventional fastening devices such as lashing rods and lashing bars. This will be described in detail below.

[0091] For ease of explanation, the following description will be given assuming that the anti-toppling member 100 is applied to the container carrier ship 1 of the first embodiment.

[0092] The tip-prevention member 100 of this embodiment can be used together with twist locks TL, which are basic fastening devices for fastening upper and lower containers C when the containers C are loaded on a ship. Here, the twist locks TL are devices for fastening containers C loaded one above the other, and are generally used twist locks or similar fastening devices, so a detailed description of the structure will be omitted here.

[0093] The container C is provided with corner castings CC at a total of eight locations, four at the top corners and four at the bottom corners. As shown in Fig. 11, such corner castings CC generally have holes for fastening a fastening device such as a twist lock TL on the top or bottom surface, and holes for fastening other fastening devices such as a lashing rod or a lashing bar on each side. The holes may be formed in a shape such as an ellipse, with either one of the horizontal or vertical lengths being longer.

[0094] Before the container C is loaded, one side of the twist locks TL is fastened to each of the corner castings CC installed at the four lower corners of the container C. In this state, the twist locks TL are transferred to the container C that has already been loaded using a transfer device such as a spreader, and the other side of the twist locks TL previously fastened to the container C being transferred is fastened to the corner castings CC installed at the four upper corners of the container C that has already been loaded, thereby fixing the upper and lower containers C together.

[0095] Meanwhile, among the containers C loaded on the deck 11 of the container carrier 1, in the case of containers C loaded at the level of the lashing bridge L (e.g., 1st to 4th tiers), the fixing force can be increased since lashing fastening can be performed using the lashing bridge L in addition to the twist locks TL. However, in the case of containers C loaded at a level higher than the height of the lashing bridge L (e.g., 5th to 12th tiers), workers cannot approach and no separate fittings are applied in addition to the twist locks TL, which are the basic fastening device. As a result, there is an increased risk of the twist locks TL being released or damaged due to external factors such as the horizontal load action due to the ship motion (especially rolling motion) or the marine environment (storm).

[0096] In addition, with the twist locks TL fastening the upper and lower containers C, a tipping that starts from the upper container C causes the lower container C to tip continuously like dominoes, resulting in even greater losses.

[0097] The tip-over prevention member 100 of this embodiment can be used together with a twist lock TL to solve the above-mentioned problems, as will be described in detail below.

[0098] The anti-tip member 100 can be fastened to the side of the corner casting CC of the container C before the container C is loaded so as to control the rotational displacement between the containers C loaded with a certain amount of play on the left and right, in addition to the twist locks TL fastened to the corner casting CC of the container C before the container C is loaded so as to fix the space between the upper and lower containers C to be loaded, and can be composed of a displacement control unit 110 and a fastening unit 120.

[0099] As shown in FIG. 10, the displacement control section 110 may be manufactured with a thickness that takes into consideration the play between columns of containers C that are stacked in multiple layers to prevent the containers C from tipping over during operation.

[0100] Generally, when multiple containers C are loaded on the upper part of the deck 11, they are loaded so that the play between adjacent rows of containers C on the upper part of the hatch covers V is relatively small, ranging from 30 mm to 90 mm, and the play between the rows of the outermost containers C loaded on each of the adjacent hatch covers V is relatively large, ranging from 250 mm to 300 mm, so that adjacent containers C are not loaded so as to touch each other but so as to have a certain amount of play.

[0101] The play between rows of containers C can act as a factor in disengaging or breaking the twist locks TL that secure the upper and lower containers C by providing space in which the containers C can rotate when the hull 10 rolls, which can cause the containers C to tip over.

[0102] Thus, the displacement control section 110 can be formed to have various thicknesses in consideration of the play between the rows of containers C.

[0103] As shown in FIG. 11, the displacement control section 110 may be fabricated in a plate shape having a size extending to at least a side surface of a corner casting CC of a lower container C when the fastening section 120 is fastened to a corner casting CC of an upper container C among the containers C stacked in multiple stages.

[0104] The fastening portion 120 can be formed in a structure that can prevent interference when fastening the twist lock TL to the corner casting CC and also prevent the corner casting CC from coming off from the side hole of the corner casting CC when fastened to the side hole. Here, the side hole of the corner casting CC may be elliptical as described above.

[0105] The fastening part 120 may be provided extending a certain length from one side of the displacement control part 110 in a direction perpendicular to the displacement control part 110 , and may include a body 121 , a locking part 122 , and an interference prevention part 123 .

[0106] The main body 121 can be fixed to the corner casting CC by being fastened to a side hole of the corner casting CC.

[0107] The locking portion 122 forms an end portion of the body 121, protrudes outward from the body 121, and is fastened to a side hole of the corner casting CC to prevent the fastening portion 120 from coming off.

[0108] The interference prevention portion 123 can be formed in a shape corresponding to the end shape of the twist lock TL, for example, a shape tapering from the end of the main body 121 to the terminal end of the locking portion 122, so that the locking portion 122 does not interfere with the end of the twist lock TL when fastened simultaneously with the twist lock TL.

[0109] The tip-over prevention member 100 constructed as described above has the fastening portion 120 fastened to the side hole of the elliptical corner casting CC so that the locking portion 122 is inserted in the length direction of the ellipse and then rotated 90 degrees so that the locking portion 122 is locked to the inner side of the corner casting CC and does not come off from the corner casting CC.

[0110] When a large rolling load is applied during operation, the anti-tip member 100 can prevent the containers C from rotating due to the play between the rows of containers C by filling the play between the rows of containers C using the displacement control unit 110, thereby preventing the twist locks TL from becoming detached or being damaged.

[0111] In addition, the anti-toppling member 100 of this embodiment can be fastened to the twist locks TL and the corner castings CC simultaneously before the container C is loaded, but while the twist locks TL are fastened to all of the four corner castings CC provided at the bottom of the container C, the anti-toppling member 100 is fastened only to the sides of two corner castings CC provided at one side of the container C among the four corner castings CC provided at the bottom of the container C. In other words, when the containers C are arranged in a plurality of rows, the anti-toppling member 100 of this embodiment only needs to be fastened to the sides of two corner castings CC provided at one side of the four corner castings CC provided at the bottom of each of the containers C stacked in multiple stages in each row.

[0112] In addition, when the anti-tip-over member 100 of this embodiment is attached to the corner casting CC of the container C by the fastening part 120, the displacement control part 110 reduces the play between adjacent containers C, so that rotation of the container C due to ship motion (especially rolling motion) can be fundamentally prevented, which can be further understood from Figures 12 (a) and (b) which compare the case where the anti-tip-over member 100 is applied and the case where it is not applied.

[0113] 12(a) shows a case where the anti-toppling member 100 of this embodiment is not applied, and when the hull 10 rolls in the port 12a or starboard 12b direction, the containers C rotate in the rolling direction by the play between the rows of containers C, which may cause the twist locks TL that secure the upper and lower containers C to become detached or damaged, causing the containers C to tip over. In contrast, when the anti-toppling member 100 of this embodiment is applied as shown in FIG. 12(b), even if the hull 10 rolls in the port 12a or starboard 12b direction, the displacement control unit 110 is sandwiched between the left and right containers C to support them, preventing the containers C from rotating in the rolling direction. As a result, the displacement control unit 110 controls the left-right and up-down rotational displacement of the containers C, preventing the twist locks TL that secure the upper and lower containers C from becoming detached or damaged.

[0114] In addition, the anti-tip member 100 of this embodiment, like the twist lock TL, is capable of being pre-fastened before the container C is loaded onto the ship, thereby ensuring stability against the risk of tipping during operation, particularly for containers C loaded on the upper side where workers cannot approach and where it is not possible to fasten fittings.

[0115] Although the present invention has been described above with reference to the embodiments, these are merely illustrative and do not limit the present invention, and a person having ordinary knowledge in the field to which the present invention belongs will understand that various combinations, modifications, and applications not exemplified in the embodiments are possible within the scope of the essential technical content of the present embodiments. Therefore, technical content related to modifications and applications that can be easily derived from the embodiments of the present invention should be interpreted as being included in the present invention. [Explanation of symbols]

[0116] 1, 2 Container carrier C Container C1 First Container Group C2 Second Container Group C3 3rd Container Group CU Control Unit CC Corner Casting TL Twist Lock Cabin A I. Engine casing R Engine Room H Hold V Hatch Cover V1 port hatch cover V2 starboard hatch cover V3 Intermediate hatch cover VL Fixing material T Stool G Gap L Lashing Bridge 10. Hull 11 Deck 12 Ship's side shell 12a Port 12b Starboard 13 Ship bottom plate 14 Bow 15 Stern 20 Liquefied gas storage tank 100 Fall prevention member 110 Displacement control section 120 Fastening part 121 Main unit 122 Locking part 123 Interference prevention part

Claims

1. The hull and A first container group is loaded on the port side deck of the hull and arranged in a plurality of containers spaced apart from each other in the longitudinal direction of the hull; A second container group is loaded on the starboard deck of the hull and arranged in a plurality of containers spaced apart from each other in the longitudinal direction of the hull; a third container group that is loaded on a deck between the first container group and the second container group and is arranged in a plurality of locations spaced apart from each other in the longitudinal direction of the hull; The first container group is A plurality of first containers are arranged adjacent to each other with their length direction aligned with the width direction of the hull, The second container group is a plurality of second containers arranged adjacent to each other with their length direction aligned parallel to the width direction of the hull; The third container group is A container carrier ship comprising a plurality of third containers arranged adjacent to each other with their length aligned parallel to the length of the hull.

2. The first and second container groups are 2. The container carrier according to claim 1, wherein the third container group, which is swayed by the rolling of the hull, is supported to prevent the third container group from tipping over.

3. The first and second container groups are not provided with lashing bridges, The container carrier according to claim 1, wherein the lashing bridges are installed between the third container groups and have a constant height.

4. The lashing bridge installed between the third container groups includes: The container carrier ship according to claim 3, characterized in that it is provided with a structure for fastening lashing rods and lashing bars to prevent tipping over, and a work space capable of performing maintenance and monitoring of the reefer containers.

5. The third container group is The container carrier ship according to claim 3, characterized in that the control units on the rear side of the container are tied together in pairs to face each other across one of the lashing bridges, thereby no lashing bridge is provided on the front side of the container.

6. The first, second, and third containers constituting the first, second, and third container groups are In addition to the twist locks that secure the upper and lower containers, anti-tip members are fastened to control rotational displacement caused by play between the left and right containers. The lashing bridge installed between the third container groups includes:

4. The container carrier ship according to claim 3, wherein the structure eliminates a structure for fastening lashing rods and lashing bars for preventing tipping by controlling the rotational displacement of the containers by the tipping prevention members when the hull rolls.

7. The anti-toppling member is 7. The container carrier of claim 6, wherein the twist locks are fastened to the corner castings before the container is loaded, and fastened to the sides of two corner castings provided on one side of the container among four corner castings provided at the bottom of the container, to control the rotational displacement of the container.

8. The container carrier ship according to claim 3, wherein the third containers arranged between the lashing bridges among the third containers loaded in multiple stages are reefer containers.

9. 4. The container carrier ship according to claim 3, wherein the first and second containers arranged in one tier among the first and second containers arranged in multiple tiers are reefer containers.

Images