AU2022241493B1 - Terminal Container Ship - Google Patents

Abstract

: A container ship design includes side-decks as operation platform on both sides for handling containers in and out between ship and barges or vessels moored on exchanging their containers inward or outward for the port arrival. Present design includes machinery for handling containers in, out and grouping for each port, also elements and accessary for mooring of vessels on side-deck. Side-deck of present design includes mooring, flooring and container operational facilities and capacity compatible to each vessel moored on. Containers on deck and cargo hold compartments of present design come on side-deck operation platform exchanging arrival containers from vessels moored on during navigation on coastal water of all arriving ports. Present design includes operation ability of a container terminal processing containers from port to port without mooring to any container terminals.

Description

[Terminal container ship] Kwong Tse

Title of Invention

10011 Terminal Container Ship

Field of invention

10021 The present ship or vessel design may relate to running, operating and structural arrangement of container ships and in particular, but not necessarily entirely, to a ship running container shipping business of transporting containers from port to port all around the world. More specifically, this ship design may relate to a ship carrying containers from ports to ports all around the world according its appointed route running loading and unloading of containers business they are carrying. More specifically, this ship design may relate to improve international merchandise trading by improving containers handling on the ship without mooring on any port. More specifically, this ship design may bring containers handling between ship and barges directly and efficiently without mooring to those busy, expensive and congested ports or container terminals.

Background of the invention 10031 Containers are widely used for transporting raw materials, parts, semi-finished products and manufactured merchandise of most goods of the world from ports to ports all around world. Nearly most general commodity merchandise is transported by containers except bulky minerals, oil and cereals. In order to have the best transportation efficiency, container ships are coming bigger and bigger, from 200 containers by the first container ship in 1956 to 24,000 TEU in 2022. Containers loading and unloading are mainly run on container terminals now and then re-transport to everywhere reachable by trucks, trains or barges. Although there are many container terminals in the world but only a few can have a big depth about 20 meters to accommodate those coming bigger and bigger modem container ships. As most containers are loading and unloading from these few terminals, their diversified charges are expensive, waiting time for service and long traffic to final customer are unavoidable. Now each container ship consume 20% of running cost on terminal expenses and 1-5 days dwelling time for each port terminal. The worst dwelling time in 2022 is 9 days in Long Beach of Los Angeles and 15 days in Shanghai. At the same time, there are hundreds of counties have their own local minor ports on coastal or inland waters without big depth. They all want to have their own direct loading and unloading

[Terminal container ship] Kwong Tse

container service to ocean going container ship to avoid expensive terminal charges, long highway transportation, congested pass and unnecessary tariff. Present terminal container ship design provides container loading and unloading services for these local ports directly to ocean container ship.

10041 In general, the cost of building a big container ship is rather expensive. In 2022, it is over 200 million US dollars for building of a 24,000 TEU container ship. Anything would do to save expenditure and time for a container ship to run its containers in and out operation from ports to ports is good to ship owner, shipping company and general consumers. Is it possible to load and unload containers from ocean vessels to each local operator without mooring on container terminals is a question? Now container terminals is the only answer to serve vessels for their containers in and out because they have container handling machinery, land and good transportation connection with a big depth pier on seaside for handling of containers. If not to moor on container terminals for processing of container handling, where, how and by which machine can these containers can be handed over to or received in for a container ship?

10051 If avoiding to handle containers in and out from container terminal is a consideration for saving time and expenditure for container ship running, how these containers can handle from ports to ports? There are not many ports can accommodate bigger and bigger container ships in the world. The only possible way left is on the sea and by barges. Offshore operation of handling containers to feeders and barges prevailed before until modern efficient handling machinery come into container terminals. Offshore container handling from ship to feeders and barges is possible and is still running in Hong Kong and Africa. A feeder or barge mooring on pier is not a big different to moor on a ,000 tons ocean ship offshore if appropriate mooring equipment is available and sea condition is generally acceptable mild.

10061 As all ocean going container ships are the major and heavy investments to ship owner, any measure able to save time or expenditure is their profitable consideration. Present design may bring container ships handle their containers in and out swiftly from ship on the way passing by the coast of their destination port without mooring on any

[Terminal container ship] Kwong Tse

terminals. This is possible in conditions of container ship: 1) Equipped with container handling machinery for processing loading and unloading of containers in and out from container ship and process efficiently, 2) Provided mooring equipment attaching to a container ship for barges and feeders to moor on and rooms for exchanging containers, 3) Containers exchanging between container ship and barges are processing in a speedy, safe and compatible process on water and as sailing of both together in an acceptable speed. At the same time, barges and feeders should have their structure coordinating with container ship for a cooperative process on 1) mooring, 2) handling of containers, and 3) whole process in a safe and efficient manner.

10071 Throughout this specification, unless the context requires otherwise, the words "'comprise", "comprises" and "comprising" will be understood to imply the inclusion of a stated step or element or group of steps or elements but not the exclusion of any other step or element or group of steps or elements.

10081 Any one of the terms: "including" or "which includes" or "that includes" as used herein is also an open term that also means including at least the elements/features that follow the term, but not excluding others.

10091 Any discussion of the background art throughout the specification should in no way be considered as an admission that such background art is prior art nor that such background art is widely known or forms part of the common general knowledge in the field in Australia or worldwide. All figures involved in drawing are functional schematic and not seeking strict proportions to reality.

Object of the invention

[00101 Hence, it is an object of the present container ship design to produce an improved container handling design or shipbuilding topology to overcome or, at least, mitigate disadvantages associated with conventional container ship. More specifically, it is an object of the present ship design to provide an improved container ship handling design or shipbuilding topology serves to improve container handling performance for reducing or

[Terminal container ship] Kwong Tse

relieving the time and expenses due to moor on container terminals. It is also an object of the present container ship design to provide a ship design or shipbuilding topology of required equipment and construction needs to construct a container handling system between container ship and feeders or barges in container handling operation. More specifically, it is an object of present ship design to provide a design of container handling process without mooring onto a container terminal. As a minimum it is at least an object of the present container ship design to provide the public with a choice of a novel ship or shipbuilding topology to be described hereinafter.

Summary of the invention

[00111 In view of the aforesaid said the objectives and according to the present invention, there provided a container ship including at least one overhead crane on deck and one side deck as container operation platform. The overhead crane on deck describes as container handling machinery to placing, organizing, handling containers within ship and transferring containers in and out between deck and side-deck operating platform. The side-deck describes and uses as an operating platform for containers in or out of container ship.

[00121 In accordance with an embodiment of the present invention the crane overhead on deck includes lifting, moving, placing and delivery of container within deck of ship or between deck, side-deck and vessel moored on it.

[00131 Preferably, the side-decks in single or multi-tier structure on both sides of container ship comprises rooms for operation of exchanging containers between deck, cargo hold compartment, side-deck and vessels moored on it while both vessels are in navigation or stationed on water.

[00141 Preferably, the side-deck includes bump edge and bollards on outside rim to match corresponding bump edge and bollards on coming vessel to moor on it for cable to be tethered up together.

[00151 Preferably, the side-deck includes devices of holder-box and mutual beam structure may keep a durable and continuing completely flat flooring between side-deck and vessel moored on it as a common deck for operation of containers.

[00161 Preferably, the side-deck includes structure attaching to container ship and extended from internal structure of container ship to support its weight, the total weight of containers accommodated on it, and resist pulling forces from the moored vessel for container

[Terminal container ship] Kwong Tse

operation without disruption.

[00171 Preferably, the side-deck includes automatic conveyor floor or conveyor system may under operator's control for moving containers on it.

[00181 Preferably, the side-deck includes passive roller floor of any kind and conveyor systems for handling of moving one container or one lot of containers locking together.

[00191 Preferably, the side-deck includes door and opening on hull within its operation area for delivery of containers between side-deck, cargo holds of container ship and vessel moored on it.

[00201 Preferably, the side-deck includes fences around major operation area to hold containers stationed within.

[00211 Preferably, a fence includes traction conveyor circulating along certain poles erected on each side all around operation area or part of with T-bars pivoted from poles for facilitating containers touching and moving on roller flooring but stopping them to get too close to or entangle with traction conveyor.

[00221 preferably, a traction conveyor includes cables hang down holding any hocking device to hook up corner casting of container to move on roller flooring.

[00231 A container includes buckles with empty slots inserted in its corner casting compatible with each other standing up vertically on roller floor stops jumping of container in operation.

[00241 In accordance with to embody the present invention by cooperative operation of roller flooring, traction conveyor, hooking device, T-bar and buckle in comer casting in order to transferring containers in and out between container ship, side-deck, cargo hold compartment, main deck and vessels moored on it avoiding to moor on container terminals.

[00251 Preferably, the barge, feeder, ship or any vessel going to moor on side-deck includes its deck corresponding to the height above water level, mooring structure, continuing flat level connection and container transferring flooring are coordinating to each other.

[00261 Preferably, the barge includes same or similar function roller floor, or automatic conveyor system for running same or coordinating container handling operation.

[00271 Preferably, the barge includes same or compatible bump edge as side-deck of container ship going to moor on it.

[00281 Preferably, the barge includes its deck able to moor on a position guarding plate on side-deck for same front line of both decks.

[00291 Preferably, the barge includes fences all around to hold containers stationed within.

[Terminal container ship] Kwong Tse

100301 Preferably, the fence includes a T-bar or T-bars extended laterally from traction conveyor towards containers in operation area to rest on the top of roller on buckle for maintaining the buckle and container stay save on roller floor on procession.

[00311 Preferably, all fences on side-deck and vessel moored on it include traction conveyors to drag their containers.

[00321 Preferably, conveyors on fences include cable with bridge fitting clamp or any hooking device to drag nearest containers on their corner castings from one corner to another corner of whole operation area, and from vessel to side-deck or vice versa.

[00331 Preferably, every container in transferring operation is moving on roller floor to an intended direction under control of traction conveyor from cable with bridge fitting clamp, T-bar from fence and buckle in comer casting of container.

[00341 In accordance of an embodiment of present invention, a container ship and a barge, feeder, or any vessel of such kind by a series of building and elements compatible to each other construct a practical and feasible level common deck for container operation.

[00351 In accordance of an embodiment of present invention, on a common deck by a series of building and elements includes function of containers transferring or exchanging operation between container ship and vessels of any kind moored on it by running of traction conveyor as hauling of containers on automatic or roller flooring.

[00361 In accordance of an embodiment of present invention, on a common deck by series of building and elements includes function of containers transferring or exchanging operation between container ship and vessels of any kind moored on it by exercising machinery holding and moving of containers on automatic or roller flooring.

Brief description of the drawings

[00371 Preferred embodiments of the present design of a terminal container ship or ship building topology will be explained in more detail in the specific description below by way of examples and with reference to the accompanying drawings or figures referring to each respective part of present design.

[00381 Fig. 1 to 6 shows examples of related elements of present design. Fig. 1 shows a container ship and Fig. 2 shows it is served by container terminal. Fig. 3 shows it can be served by equipped barges for handling of containers on water. Fig. 4 shows containers on barges are in delivery to local minor ports of inland or coastal. Fig. 5 shows a new container ship and Fig. 6 shows lifting cranes.

[Terminal container ship] Kwong Tse

100391 Fig. 7-9 shows cranes of present design in designing and 10-12 shows different spreaders serving for containers in and out of ship from cranes.

[00401 Fig. 13-14 shows a side-deck operation platformbuilt on side of container ship in designing for handling of containers to or from barge moored on. 100411 Fig. 15-18 shows example interfacing compatible construction of side-deck and barge for a smooth and secure mooring of both parties comes possible. 100421 Fig. 19-20 shows a barge is mooring on side-deck seconds before and after.

[00431 Fig. 21 shows containers are swapping between barge and side-deck. 100441 Fig. 22-24 shows existing possible automatic floor conveyor systems in market.

[00451 Fig. 25 shows a barge full of containers showing their weight and size.

[00461 Fig. 26-28 shows different passive conveyor systems available in market for container handing operation.

[00471 Fig. 29 shows barge moored on side-deck with a clear top view.

[00481 Fig. 30-31 shows barge and side-deck are equipped with compatible roller floor on their decks and containers are moving orderly on roller floors between them cooperatively.

[00491 Fig. 32-35 shows different kinds of locks for linking of containers with each other or to floor. Fig. 36 shows lashing of containers in group.

[00501 Fig. 37-38 shows examples of circulatory traction conveyor systems can be used to move heavy containers on roller floor.

[00511 Fig. 39 shows a linking construction of cable and bridge fitting clamp between traction conveyor and container corner casting from which containers to be dragging along by traction conveyor.

[00521 Fig. 40 shows the working direction of conveyor and container.

[00531 Fig. 41-42 shows construction of circulatory traction conveyor, T-bar, buckle and their relationship for hauling containers safely on corner casting of container. 100541 Fig. 43-44 shows example and construction of T-bar.

[00551 Fig. 45 shows construction of a corner casting buckle.

[00561 Fig. 46-47 shows example of roller, its position on buckle and relationship to T-bar and roller floor.

[00571 Fig. 48 shows an example pattern of roller floor.

[00581 Fig. 49-53 show different machineries can come to help or run container moving operation.

[00591 Fig. 54 shows a spare traction machine able to help in case as necessary.

[Terminal container ship] Kwong Tse

100601 Fig. 55-56 new attachments on machinery can help machinery to move containers.

[00611 Fig. 57 shows a barge bigger than a side-deck is working its container swapping operation to side-deck and into ship cargo hold compartment through a door on hull.

[00621 Fig. 58 shows a door and an opening on hull between cargo hold compartment and side-deck operation area.

[00631 Fig. 59-60 shows two different barges on water.

[00641 Fig. 61 shows a double deck barge moored on a two-tier side-deck.

[00651 Fig. 62 shows an overall side view of present terminal container ship design as an example. Detailed description of the drawings

[00661 While the present invention is described herein by way of example using embodiments and illustrative drawings, those skilled in the art will recognize that the invention is not limited to the embodiments of drawing or drawings described and are not intended to represent the scale of the various components. Further, some components that may form a part of the invention may not be illustrated in certain figures, for ease of illustration, and such omissions do not limit the embodiments outlined in any way. It should be understood that the drawings and detailed description thereto are not intended to limit the invention to the particular form disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternatives falling within the scope of the present invention as defined by the appended claims. As used throughout this description, the word "may" is used in a permissive sense (i.e. meaning having the potential to), rather than the

mandatory sense, (i.e. meaning must). Further, the words "a" or "an" mean "at least one" and the word "plurality" means "one or more" unless otherwise mentioned. Furthermore, the terminology and phraseology used herein is solely used for descriptive purposes and should not be construed as limiting in scope. Language such as "including," "comprising," "having," "containing," or "involving," and variations thereof, is intended to be broad and encompass the subject matter listed thereafter, equivalents, and additional subject matter not recited, and is not intended to exclude other additives, components, integers or steps.

[00671 Fig. 1 shows a figure of an example ocean going container ship sailing along offshore peacefully with containers fully on deck. From this figure it is found no any container handling machinery on deck at all.

[00681 Fig. 2 shows an example container ship moored on terminal for container loading and unloading services. Every ship usually needs 1-2 days for containers processing of in

[Terminal container ship] Kwong Tse

and out excluding any waiting time for pier available whenever is required. Generally it needs few days for pier available in busy seasons.

[00691 Fig. 3 shows a container ship stationed on water served by barges for lifting containers in or out from or to barges. This kind of operation can save expenses pay to terminals but time is inefficiency comparing to terminal equipment if a lot containers to be handled.

[00701 Fig. 4 shows examples of a large and a small barge are towed by a tug to or from their destination minor port on inland waters or coastal with lots of containers on them. If these barges can load and unload containers directly between ocean going container ship and their local ports, the costs and time related to terminals should be saved. It would be good to everyone from ship owner to general consumers on time and expenditure.

[00711 Fig. 5 shows an example of a new big container ship has no lifting gears for loading and unloading for its containers. It must have the service of container terminals to process its containers in and out from every port. Now nearly all new container ships have no lifting gears.

[00721 Fig.6 shows an example of overhead lifting cranes able lifting of containers in and out from container ship. Present design is going to place a number of this kind of overhead lifting cranes on container ship with related elements to process handling of containers in and out from ship to barges, feeders or any such vessel directly. This designed process of container handling brings the equipped container ship becomes a container terminal of itself.

[00731 Fig. 7 shows a back view from present terminal container ship design 1 comprises examples of ship 2 with moveable crane 3. Ship 2 includes hull 4, deck 5 and propelling systems 6 driving under waterline 7. Crane 3 includes girders 8 standing on top of columns 19 on both sides. On top of girders 8, moveable motor rooms 9 carrying their spreaders 10 each below for carrying containers 11in or out from deck 5 of ship 2. Three girders 8 are standing on columns 19 with wheels 12 for driving alongside of ship 2 in order to pick up and loading of containers to anywhere on deck 5. Two overhead U beams 18 are used to hold all girders firmly on their positions. With wheels 12, there are members of example locking device 13 to ensure whole crane would not run out of ship 2 or turn over in choppy sea. Crane 3 is moveable on an embraced room constructed between locking device 13, ship rail 14 and wheel rail 15 for crane wheels. Wheel rail 15 can be built inside ship 2 or outside as in Fig. 7 for the maximum shipping capacity of containers.

[Terminal container ship] Kwong Tse

100741 Referring again in Fig. 7, containers 11 are transporting from deck 5 of ship 2 to outside by operation of motor room 9 and spreader 10 of crane 3 or vice versa. Containers 11 would come down on a number of working platforms side-deck 16 along both sides off hull 4 and from there containers 11 would move to barges 17 moored on them, or exchange their containers. There are total four spreaders 10 in one crane 3 of two on each side for a good speedy efficient operation. Containers delivered to barges from side-decks can go to anywhere economically and efficiently to customers without taking use of container terminals. Now as to embody present design to fulfill a practical operation of container transportation, it comes to details in designing of construction of every elements in order to have a safe, efficient and reliable in and out operation of transferring for containers

.

[00751 Fig. 8 shows side view of example overhead crane 3 includes overhead U beam 18 holding two square girders 8 on two sides and one I girder 20 in between firmly on the top. Crane 3 has two motor control boxes 9 on both sides of girder 20 and so as to run two servings of spreaders 10 both on port side and starboard each at the same time. The distance between two containers on spreaders is exactly equal to the width of one or two containers bringing two spreaders able to do loading and unloading of containers at the same time. This design of crane 3 can has much higher efficient operation of container 11 and possible to have four or five girders of same crane if required. Crane control room 21 is on the side of middle column 19 or any appropriate position. On below, connecting beam 22 is linking three columns 19 together near the wheels 12 supporting crane 3 moving along its rail 15. This four spreaders design brings present ship design a much higher efficiency than serviced by general container terminal cranes.

[00761 Fig. 9 shows design 1 includes an additional midfield crane 23. Midfield crane 23 comprises girders 24 for operation of motor control boxes 9 and spreaders 10 for carrying containers 11 and holding columns 25 moveable along deck 5 for handling of containers from bow to stern wherever is possible. Midfield cranes 23 are required whereas higher container handling efficiency is a target for present design brings cranes 3 are mainly for containers in and out of ship and crane 23 for assisting of locating containers in best positions for cranes 3 in operation. There is no limitation of numbers of crane 3, crane 23 and spreader 10, and is depending on individual ship design. It is also possible to build rail for crane 23 outside of deck 5 same as crane 3 in condition there is enough room for their own runways. As crane 3 and crane 23 are crossing over each other on their operation ranges, Fig. 9 shows when crane 23 is passing under operation range of crane 3, spreaders

[Terminal container ship] Kwong Tse

of crane 3 give way on outside until intersecting of crane 23 is over.

[00771 Referring to Fig. 10, 11 and 12, they are showing different spreaders can take two, four or six containers on a time for selection. Fig. 10 shows it is a joined spreader for two containers. Fig. 11 shows a centralized spreader taking 2 x 2 tier containers in one spreader operation. Fig. 12 shows it is 2 x 3-containers spreaders joined together for a six containers operation. Containers more than one in one lifting operation is possible depends on the strength of the crane and the gross weight of the lot. Multiple containers in one lot as Fig. 12 are generally for empty containers delivery for higher improved operation efficiency.

[00781 Fig. 13 shows an example construction of working platform side-deck 16 on which containers are delivering between deck 5, barges 17 or any vessels. The strength of the side-deck is a calculation to designer for the capacity and total weight of containers stationed and moving in operation, and also the pulling force from the barge moored on it. It is good and efficient if one barge can deliver all its containers to one side-deck. Fig. 13 is an example of side-deck construction, includes some strong beams 26 are extended from internal structure of the ship and through hull 4 on top and below. Below beams 26 are standing for all possible weights and forces acting on side-deck 16. Top beams 26 are helping to take a part of pulling force from side-deck 16 through appropriate inclined beams 27. A number of additional columns or beams 28 in grey color are come to help between two ends of side-deck 16. Additional columns 28 are attaching to their top beams 26 and outside rim of side-deck 16 whereas leaving enough room inside for operation of containers.

[00791 Fig. 14 shows another example construction of side-deck 16, low beam 26 extended from internal structure through hull 4 up to bump edge of side-deck. It is a simple construction in condition a number of strong low beam 26 is required to take up the total loaded weight on side-deck 16 and the pulling force from barge 17. How many low beams are required and how much they can take is a calculation to shipbuilding designer for individual design. More beam or cable as 35 from upper beam 26 can be added to support side-deck, and even stretch over to hold barge 17 together if required.

[00801 Fig. 15 shows a double bollard and Fig. 16 is a smaller single bollard for mooring of ships, barges or any vessels. Double bollard is stronger and good for corner position. Single bollard can be anywhere for helping or for smaller vessels.

[00811 Fig. 17 shows a front view of an example mooring construction between side

[Terminal container ship] Kwong Tse

deck and barge. Barge 17 with containers 11 is going to moor onto side-deck 16. Both side deck 16 and barge 17 have their compatible bump edges 31 of concave or convex in assuring to have a continuing level on both decks in container operation. As containers are moving in and out between both side-deck and barge, moving of heavy containers may cause change of center of gravity to barge 17. Change of gravity may cause leaning of barge to one side bringing disruption of a continuation level between side-deck and barge deck. For ensuring a continuation level of side-deck and barge deck, two same hollow rectangular holder-boxes 32 are mounted securely each below side-deck and barge deck right opposite to each other. A moveable strong metal square mutual beam 33 with a pointed head installed right within box 32 under side-deck 16 or barge 17. Mutual beam 33 can be square, round or "I" in cross section and the holder-box must follow cross sectional shape of mutual beam. A strong mooring front line position guard metal plate 34 is placed permanently in front of side-deck 16 and is half on side-deck 16 and half outside side-deck 16 in air or partly on each. Two bollards 30 on side-deck 16 and barge 17 are standing on corresponding position for tethering by cable in mooring.

[00821 Fig. 18 shows barge 17 is moored on side-deck 16 together bringing a common deck able to run containers transferring operation between them. It has several steps to follow as barge 17 is mooring on a moving container ship until finally both vessels are moored together on sea offshore. First of all, sea surface condition is important to operate container exchange after mooring. Bad weather is no good for container operation even in terminals. Offshore operation along coast is always possible if mild sea condition presents there generally. When container ship design 1 comes to a good meeting spot for barges to moor, design 1 slow down to an acceptable speed for mooring operation. All barges 17 lined up from behind on both sides and catch up closing to their respective side-decks. Barges are driving forward with their front bump edges 31 towards their respective front guard plates 34 of side-decks. Their heights above sea level of side-deck and barge would be compatible and was communicated to each other before operation as to meet their heights is the first operation goal must be achieved to both of them. If there is some difference between two bump edges of barge and side-deck, barges should adjust their ballast water to settle the difference as soon as possible.

[00831 Fig. 19 shows a top view of both side-deck 16 and barge 17 just seconds before mooring together. Side-deck 16 comprises four lots of beams 26, 27 and 28 connected and extended from internal structure of container ship able to support total weight of side-deck

[Terminal container ship] Kwong Tse

16 with loads. Three sets of box 32 with moveable mutual beam 33 installed under side deck 16 as described in Fig. 17. Barge 17 comprises three boxes 32 right opposite to boxes 32 under side-deck 16 for receiving of moveable mutual beam 33 from side-deck 16 as in Fig. 18. Bollards 30 are on each comer of barge 17 corresponding to bollards on side-deck 16 for tethering of cable between them when mooring. Fences 36 are all around on barge 17 to hold containers 11 not rolling out of barge and so as on side-deck 16. Fences 36 can be permanent or removable in case containers are moving over between barge and side deck. In Fig. 19 widths between two opposite fences 36 of barge and side-deck are good enough for two 40 feet containers 11 as seen, or any number of containers as designated design. This is an example construction design cooperative for barge and side-deck for their interchanging operation of containers.

[00841 Refer to Fig. 19 again, it shows barge 17 is coming closer and closer to its designated side-deck 16 and finally has touched on its designated guard plate 34. Bump edges of both sides would be overlapping together for their bump positions as designed as in Fig. 18. Cables would be tethered up on two corresponding bollards 30 on bow, stem and any additional positions appropriate. Mutual beam 33 duly moves over to beam holder box 32 of barge 17 and stay half in barge and half in side-deck by remote control. The total binding force of tethered cable on bollards, overlapped bump edges and crossover mutual beams brings a strong structure to hold surfaces level of barge deck and side-deck as a continuing flooring of a common platform for container interchanging operation. How many mutual beams and how are their strength required is a calculation for designer too.

[00851 Fig. 20 shows a top view of side-deck 16 and barge 17 as mooring together now. Port side of barge 17 on front deck is touching to guard plate 34 stopped barge 17 on the same front line as side-deck 16. Cables are tethering on every two adjacent bollards securing their touching positions. Bump edges 31 are overlapping on each other as in Fig. 18. Mutual Beam 33 moved over through boxes 32 of side-deck 16 to boxes 32 of barge 17 half and half holding both barge and side-deck comprising a continuing operation platform deck to deck. Now, Fig. 20 shows a continuation of common deck for both vessels capable to operate containers exchanging operation on it.

[00861 Fig. 21 shows containers on both side-deck 16 and barge 17 are going to swap between each other. Containers on side-deck 16 in black color are moving over to barge 17 for exchanging its arrival containers of white color. In order to have a stable exchanging process to avoid any drastic change of loading weight to barge, synchronized processes on

[Terminal container ship] Kwong Tse

both ends are preferable. If loading weight of barge is keep on changing, ballast water may be adjusted accordingly for keeping an acceptable operational level on decks. After fences in between on operation routes are moved, four containers in one lot are moved over from barge to side-deck for a higher efficiency than one or two in one time. It is possible to have six, eight or more containers, and 2-tier or 3-tier in one lot for moving depending on operation capability as designed. There is at least one corresponding empty room reserved for the first move. It is good for efficiency if both sides have a reserved room on each end so as to move their containers simultaneously at both ends possible as in Fig. 21. If there is only one room reserved, after first moved is completed, other containers can be moved according their route of moving as arrows in Fig. 21 showed. It is one lot by one lot move over to other side until all containers moved over to each otherfinished.

[00871 Referring to Fig. 21 again, present design for container operation is moving instead of lifting as asking for best efficiency tofinish the container transferring operation in the shortest time. Making of desk floor is critical for bringing designed operation to be a safe and feasible process. Fig. 22, 23 and 24 shows automatic conveyors for people, boxes and mineral ores. It is good if there is a suitable automatic conveyor floor right for container moving operation. It should stand for heavy weight up to 1000 tons and able to move to different designated directions on a combined common floor.

[00881 Fig. 25 shows a general small barge with about eighteen containers on deck. It shows there is a big difference in size and capacity comparing to automatic conveyors in Fig. 22-24, and a large barge may be carrying up to 100 containers or more. It is important in current market to find appropriate automatic conveyor flooring on which containers of that weight can be moved according designated directions. Heavy duty automatic conveyor flooring is best for moving of containers if it is available in market of such kind.

[00891 Fig. 26-28 shows different kinds of passive rollers conveyors of wheels, bars and balls. They can be selected as makings of roller flooring for present design of terminal container ship. It is found ball rollers of Fig. 28 is good for container moving for its frictional coefficient can be as low as only 0.001 and can be moved to any directions. The ball roller flooring is selected as an example for present design as possible to move containers in a heavy lot efficiently.

[00901 Fig. 29 shows side-deck 16 and barge 17 come together for ready to build roller flooring. Four beams 26 built through hull 4 under side-deck 16 as in Fig. 14 for having a clear top view. Fences 36 are all around side-deck 16 and barge 17 for holding their

[Terminal container ship] Kwong Tse

containers during navigation and operation. There are some parts of fences 36 built as removable fence 37 in case containers would come across from each other in operation.

[00911 Fig. 30 shows side-deck 16 and barge17 are covered by ball roller flooring in a cooperative design between each other as an example. Flooring design in Fig. 30 includes corridors 38 on two ends for routes transferring containers across over each other. Removable parts 37 of fences 36 over corridors 38 would be removed for container crossing in operation. More corridors 38 may be reserved for extra operation if required in between two ends in case too many containers going to handle. Rooms 39 outside fences 36 all around both barge, side-deck, and the middle connecting section may have no ball roller flooring. They may take solid flooring for rooms to locating personnel and machinery to help or run the operation.

[00921 Fig. 31 shows containers 11 on side-deck 16 and barge 17 are in transferring or exchanging operation same as Fig. 21 through corridors 38 on two ends. In the operation, all black containers on side-deck 16 are moving from an intended direction to barge 17 and then to their local ports, whilst all white containers on barge are following the intended direction moving to side-deck 16, and then to container ship for overseas. After the transferring operation on side-deck 16 has done, all containers loaded into container ship have to go on their transportation route heading to another destination port. This is a terminal operation for a container ship, and now is processing in present design of terminal container ship without mooring to any container terminals.

[00931 Fig.32-35 shows different container locking devices and they should be used in present design when containers are in navigation on sea and transferring operation too. Fig. 32 shows an example of a fully automatic twistlock for locking two vertical stacking containers.

[00941 Fig. 33 shows an example of a base twistlock for locking container on deck manually.

[00951 Fig. 34 shows an example of a manual double ended twistlock for locking two containers vertically and manually.

[00961 Fig. 35 shows an example of a container bridge fitting clamp able to lock two containers horizontally, vertically or diagonally by adjusting the length from rotating the nut in the middle.

[00971 Fig. 36 shows lashing of containers into groups preventing fall over in rough sea conditions. Containers in operation of present design may be grouped into lots gains

[Terminal container ship] Kwong Tse

efficiency in transferring operation. Fig. 31 shows each lot of four containers is moving individually, and if it is 2-tier it should be eight, and if it is 3-tier it should be twelve in a group for one moving depending on different design.

[00981 Now, it comes to put on the conveyor system for present design which can bring each lot of containers to move on the common floor. Fig. 37 and Fig. 38 show two examples of conveyor traction systems hauling of different products in air along different working departments in cycle traction.

[00991 Fig. 39 shows an example hauling system of a cable ring 40 with a bridge fitting clamp 41 together to be the connection between circle traction conveyor 42 hauling on top and holding the nearest container from corner casting 43 on below. Cable ring 40 is tightened up to hold clamp 41 on one end. Other end of clamp 41 is inserting into hole of comer casting 43. Cable ring 40 is connected with circulating traction conveyor 42 on the cable end whilst clamp 41 is clamping on container by its claw end. When circle traction conveyor 42 on the top is running, combination system of cable ring 40 and clamp 41 would bring the container to move by its comer castings 43 on an intended direction. Bridge fitting clamp 41 in Fig. 39 can be replaced by any such like hooking device able to hook up corner casting 43.

[01001 Refer to Fig. 39 again, as the frictional coefficient of ball roller floor as low as 0.001, the traction force on a 20 ton container would be around 20 kg only optimistically. So, refer to Fig. 31, one lot of containers on corridor 38 about 4 x 2 tiers x 20 kg = 160 kg is required to move the lot to across over to side-deck 16. It is possible to move 2 lots or more at the same time. For all the rest eight lots of containers on barge 17 or side-deck 16, the total force required to move is 8 x 160 kg = 1280 kg. There are two fences on right and left available to work in operation, and also machinery on rooms all-around of solid flooring 39 also would come to help in case as required.

[01011 Fig. 40 shows two traction conveyors 42 are circulating around poles 46 erected from floor on two adjacent sides of a container. Clamps 41 are hanging down from traction 42. Appropriate clamps claw 41 are inserting into holes of comer castings 43 of nearest container for holding and moving container towards an intended direction in transferring operation. This is the delivery drawing about how to move containers on roller flooring by present design following an intended direction for whole exchange process until finished.

[01021 Fig. 41 shows a follow up drawing of present design for how to move containers save, orderly and efficiently from barge to side-deck or vice versa, or from one

[Terminal container ship] Kwong Tse

end to another end on ball roller flooring. On one of corner casting 43, clamp 41 is hanging down from traction conveyor 42 and inserted into its hole. The clamp claws of clamps 41 inserted into all holes on a line are leading the container to move on an intended direction by traction 42. A T-bar 45 is building laterally extended towards nearest hooked container in operation area. On the way of moving, there may come two problems even containers are holding and dragging on both sides right and left by traction conveyors.

[01031 Referring to Fig. 41 again, there are two problems to be solved are: 1/ if containers dragging along by traction to an intended direction, they may be going closer and closer to traction conveyor until touching and entangled with traction conveyor on one side possibly, 2/ all containers in the moment after released of floor locking for moving operation they would be jumped up and down by a sudden impact of wave on container ship. These two questions bring present container moving operation to an unsafe and uncontrolled situation. In Fig. 41 present design includes a bar or T-bar 45 pressing down on the top of a bracket or buckle 44 which is buckled up with corner casting 43 for solving these problems.

[01041 Fig. 42 shows a top view of construction between Z-buckle 44, T-bar 45, and their operation relationships with traction 42. Fig. 42 shows intersected container 11 and comer casting 43, traction 42, Z-buckle 44 and T-bar 45 in a group. As described from Fig. 37-41, a selected traction 42 is dragging container 11 by cable 40 and clamp 41 on corner casting 43. T-bar 45 is supported from pole 46 of traction 42 extended laterally to stop container 11 any closing to traction 42 in moving. T-bar 45 includes a line of ball roller 47 or roller of any kind on front to facilitate the moving when touching container 11. T-bar 45 at the same time is resting on the top of Z-buckle 44 to stop any jumping of containers in moving operation. In Fig. 42 traction 42 is leading container 11 with Z-buckle 44 moving to its intended direction as the arrows show under the locked position of T-bar 45.

[01051 Fig. 43 shows an example construction of T-bar 45 includes a line of ball rollers 47 on the front and extended laterally from poles 46 of traction 42 at its back. T-bar stops containers closing anymore to traction 42 but still moveable along ball rollers 47. T-bar 45 may swing up for allowing placing of buckle 44 into corner casting 43, and swing down for locking on top of buckle 44 stopping any jumping of container.

[01061 Fig. 44 shows another example of wheel rollers may be considered to replace ball roller 47 if a slim size is required.

[Terminal container ship] Kwong Tse

101071 Fig. 45 shows the shape and construction of an example buckle 44 by an elevated view. It is in a 90 degree Z or two L overlapping zigzag shape construction. Buckle 44 includes two empty slots 48 in two adjacent sides with 90 degrees perpendicular to each other. Two empty slots 48 are designed for fitting into the universal consistent holes of comer casting 43 of any container 11 and maintaining state of standing vertically on roller floor. The distance between two slots is fully compatible in fitting to a universal comer casting of a container unless specified. The height of buckle 44 is good enough for placing itself and clamp claw 41 into hole of comer casting 43 with rooms left for T-bar in between. The length, thickness and material of buckle 44 are good enough to resist jumping force of a loaded container under pressure of T-bar if any such happened.

[01081 Fig. 46 shows an example of a roller 49 in bracket. Roller 49 includes certain middle part 50 as hollowed out. Hollowed part 50 can be solid or excavated as required for individual design.

[01091 Fig. 47 shows a back view from container side on T-bar 45 and buckle 44. Two rollers 49 with brackets mounted on two sides of buckle 44 for resting of T-bar 45 on their top facilitating the moving of buckle 44 under T-bar 45. Rollers 47 of T-bar 45 stop container to come closing and entangle with traction conveyor. Rollers 49 of buckle 44 avoid scratching between T-bar and buckle and T-bar 45 in locking stops jumping of container at the same time. Slot 48 of buckle 44 is inserted into comer casting whereas buckle 44 is partly intersected in the view. Roller floor 51 under gives the perfect flooring for containers with buckle 44 to move by leading of traction conveyor 42.

[01101 Fig. 48 shows an example of the pattern of ball roller flooring 51. This example flooring give the maximum ball rollers appear alternatively with minimum void areas. Any excessive void area on ball roller flooring may bring stuck of containers in moving and may cause damage to traction conveyor and containers.

[01111 Fig. 49-54 shows different kinds of machinery from handy to bulky able to help moving, lifting and stacking of containers in transferring operation, whereas Fig. 51 to 53 can be grouped into one machine for different ways of working as pushing at front, lifting at back and clamping on top. Fig. 54 shows an example of a spare tractor which would be useful for help moving of a big lot of containers, or as spare power of traction conveyor in case if required.

[01121 Fig. 55 and 56 shows example modification of machinery for helping to move containers. Referring to 55, vertical straight beam 52 includes at least one twistlock on one

[Terminal container ship] Kwong Tse

end, or two twistlocks with the universal distance of two vertical corner castings for holding of a container. Horizontal beam 53 comes to support vertical beam 52 in installation to any possible moving machine. Referring to Fig. 56, a machine with beams and twistlocks is moving a container on roller floor from one end on one side to an intended direction. If twistlocks built on horizontal beam, the machine can come to help pushing or pulling of container on one end at the back. These machines with modifications can do the transferring of containers by themselves if they can work on roller flooring or on solid flooring provided. Twistlocks built on beams can be replaced by any such hooking devices able to hold and move a container on its corner castings.

[01131 Machineries in Fig. 49-53 with modification in Fig. 55-56 shows they can move container from one to one lot on solid floor all around operation area as in Fig. 31. One machine with a twistlock or any locking device holds and pushes one corner casting on one end with another machine with a twistlock or any locking device holds and pushes another corner casting on other end or halfway. Two machineries are capable to move one lot of containers in transferring operation as whole lot can be moved from one end to another or until next machinery to take over. It is good if a machine can have a special tyre able to operate on ball roller flooring, or machineries can work on solid flooring 39 provided all around outside fences 36 as in Fig. 31. This is an example of container transferring operation by machinery instead of traction conveyor in condition of machinery involved have enough power and rooms to run the whole operation.

[01141 Fig. 57 shows a long barge 17A moored on a general side-deck 16 in operation of containers transferring into side-deck 16 which capacity cannot take all containers from barge 17A. Special arrangement should be required for the use of cargo hold compartment with an extended corridor going through a door on hull running between barge, side deck and ship interior compartment. Barge 17A includes extra corridor 38 between bow and stern and able to match with position of normal corridor in side-deck 16. Extra corridor 38 from barge 17A goes over to side-deck 16 and extended through a door 54 and opening 55 on hull 4 within operation area of side-deck 16 right into cargo hold compartment of container ship. Fence 36 with traction conveyor is set up to divide barge 17A into two sections, bow section 56 and stern section 57.

[01151 Referring to Fig. 57 again, containers in bow section 56 will be first to serve and swap with containers in side-deck 16, or into cargo hold compartment, or partly to each. After bow section 56 has finished, fence 36 with traction conveyors will be moved over to

[Terminal container ship] Kwong Tse

other side of extra corridor 38. Containers in stern section 57 start its transferring operation into corridor 38. Containers from stern section 57 may go into side-deck 16 if there is still have rooms for it, or straight into cargo hold through opening 55 on hull 4. During transferring operation of containers in stem section 57, it has to adjust ballast water all the time in order to keep barge 17A maintain a straight flat level with side-deck 16 on their combined common deck for operation.

[01161 It is good to have a consistent design in length and capacity between barge and side-deck. If a general barge under terminal container ship design is matching with length and capacity of one side-deck, they would have the highest operation efficiency. A larger barge should have a doubled length and capacity of a general barge served by a doubled length and capacity of two side-decks linking together for a possible highest efficiency too. Barge has a length between one to two length of a general barge should be served by a doubled length side-deck for a preferable efficient operation.

[01171 Fig. 58 shows an example of door 54 and opening 55 on hull 4 within operation area of side-deck 16. They may be open in the midst of side-deck 16 or on the ends according to designated design. Containers going into cargo hold compartment may be stacked up from deck to deck and in groupings according their destination ports. These doors and openings increase container handling efficiency, storage capacity and flexibility.

[01181 Fig. 59 shows a barge with containers in multi tiers stacking and with some vehicles together in one shipment.

[01191 Fig. 60 shows a barge with a very low deck.

[01201 Fig. 61 shows a double deck barge 17B moored on 2-tier side-deck 16. Upper side-deck 16 may swing or fold up from horizontal to vertical attaching to hull 4 for container operation served by overhead crane to lower tier. Present terminal container ship design all side-decks may swing or fold up attaching to hull in long journey on sea in order to have the least dragging to ship until destination port is nearly arrived. Both tiers of side deck 16 are matching with both decks of barge 17B for container transferring operation at the same time. Lower deck of barge 17B includes openings 55 on two ends for container transferring operation. Barge 17B design can take a lot of containers as multi tiers of barge in Fig. 59 in one shipment but has much better efficiency in container handling, and not overburdened to one single side-deck if all containers come onto it. Present terminal container ship design may include roll on/roll off shipping design to match any barge or part of barge having roll on/roll off shipping facilities to moor on.

[Terminal container ship] Kwong Tse

101211 Fig. 62 shows an overall side view of an example present terminal container ship design. Design 1 includes pilot house 58 at stem, flagpole 59 on bow and several cell guides 60 along deck to help stacking of containers. Three overhead cranes 3 handle containers in and out of ship to side decks 16. Two midfield cranes 23 are placing or moving of containers within deck. One 2-tier and two single tier side-decks are on one side of ship. Each side-deck has door 54 and opening 55 for serving of containers in or out from cargo holds under main deck. Two doors 54 are closed after operation finished and two are still opening for service.

[01221 Referring to Fig. 62 again, when design 1 arrives a port along its coastal water, barges, feeders or vessels of such kind come to moor on side-deck 16 for exchanging operation of containers. All containers unloaded from barges, feeders and any such vessels moored on design 1 terminal container ship would be classified and grouped according to their final ports. Barges and vessels also bring away their arrival containers back to their ports in operation on side-decks. After containers exchange operation finished, design 1 keeps on going to its next destination port until arriving. Containers arrival in groups for this port comes on side-decks for unloading to barge or such vessels moored on. Vessels come to mooring on side-decks for exchanging containers for this port, receiving and dispatching of containers in and out from each other. Vessels bring their arrival containers back to their ports again. Design 1 terminal container ship stacks and classifies inward containers into groups according their destination ports as routine process on the way to next port. Containers from vessels of every port through exchanging process by present invention design of terminal container ship deliver to their destination port, and then to their final customers. There is no more mooring to terminals for loading and unloading services for their containers.

[Terminal container ship] Kwong Tse

Recitation International Port Terminals Update March 2022 March 17, 2022 Published on FJT Logistics

Opinion: It's all about container dwell time Peter van Duyn | 3rd November, 2021 Published on Daily Cargo News (9 days in long beach, LosAangeles)

Operating Costs of Panamax and Post-Panamax Containerships (21% Of 9 m.) Source: Drewry Shipping Consultants Ltd. Published in The Geography of Transport Systems

Coefficient of rolling friction - Lab experiment Leonid Minkin and Daniel Sikes Published Online: 19 December 2017 American Journal of Physics 86, 77 (2018)

Interpretation Embodiments: Reference throughout this specification to "embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment, but may. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to one of ordinary skill in the art from this disclosure, in one or more embodiments. Similarly it should be appreciated that in the above description of example embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the Detailed Description of Specific Embodiments are hereby expressly incorporated into this Detailed Description of Specific Embodiments, with each claim standing on its own as a separate embodiment of this invention. Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form different embodiments, as would be understood by those in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.

[Terminal container ship] Kwong Tse

Different Instances of Objects As used herein, unless otherwise specified the use of the ordinal adjectives "first", "second", "third", etc., to describe a common object, merely indicate that different instances of like objects are being referred to, and are not intended to imply that the objects so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.

Specific Details In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practiced without these specific details. In other instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

Scope of Invention Thus, while there has been described what are believed to be the preferred embodiments of the invention, those skilled in the art will recognize that other and further modifications may be made thereto without departing from the spirit of the invention, and it is intended to claim all such changes and modifications as fall within the scope of the invention. For example, any formulas given above are merely representative of procedures that may be used. Functionality may be added or deleted from the block diagrams and operations may be interchanged among functional blocks. Steps may be added or deleted to methods described within the scope of the present invention. Although the invention has been described with reference to specific examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms.

Industrial Applicability It is apparent from the above, that the arrangements described are applicable to the vessel design and manufacturing industries.

Claims (1)

1. Claims: 1/ A container ship which includes: at least one side-deck on a side of the hull of the ship; conveyor flooring to enable the transferring operation of containers between the container ship and a barge, feeder ship or vessel; and at least one lifting crane mounted to the deck of the ship wherein: said barges, feeder ship, or other vessel is moored to the container ship, and; where transfer of containers between the container ship and the barge, feeder ship or vessel occurs without either the container ship or the barge, feeder ship or vessel being moored to a container terminal, where the side deck has a guard plate mounted on it and extending outwards from it to enable the decks of the container ship and of the barge, feeder ship or vessel to align to form a flat level common deck between the two vessels; and where traction conveyors are used to move containers on automatic conveyors or passive roller flooring on the common deck formed between the container ship and the barge, feeder ship or vessel; where the traction conveyors are mounted to poles of a fence which surrounds all major operation areas on the deck.

   2/ A container ship in claim 1, wherein said lifting crank mounted on deck enable the transferring operation of containers between anywhere on main deck and side deck anytime required.

   3/ A container ship in claim 1, wherein said side deck set up a door on hull between side deck and cargo hold with conveyor flooring and traction conveyor to enable the transferring of containers between them.

   4/ A container ship in claim one, wherein containers on said side deck by running of traction conveyors on automatic conveyors or passive roller flooring are transferrable independently or at the same time in each ends or every sectional ends between barge, side deck and cargo hold of container ship.

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 1 Fig. 2 2022241493

   Fig. 3 Fig. 4

   Fig. 5 Fig. 6

   1/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 7 1 9 3 8 18 2022241493

   10 19 11 12 14 13 16 15 7 5 2

   17 6 4

   Fig. 8 18 20 9

   8 10 3 11

   19 21

   22 15 12

   2/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 9 1

   9 23 10 2022241493

   24 25 11 5

   5

   Fig. 10 Fig. 11

   Fig. 12

   3/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 13

   26 2022241493

   28 4

   27

   17 16 26

   Fig. 14

   35

   26

   4

   26

   4/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 15 Fig. 16 2022241493

   Fig.17

   11

   30 16 31

   17 34 32 32 33

   Fig. 18

   16

   17

   5/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig.19 31 16 36 30 2022241493

   36 11 11

   28 26

   17 32 32

   26 33

   34 27 Fig. 20 31 30

   32 33 32

   34

   6/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 21 17 16

   11 2022241493

   Fig. 22 Fig. 23

   7/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 24 Fig. 25 2022241493

   Fig. 26 Fig. 27 Fig. 28

   Fig. 29 16 26 4

   37

   36 26

   17

   8/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 30 38 17 16

   37

   36 2022241493

   39

   38

   Fig. 31 39

   38 39

   39 39

   39 9/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 32 Fig. 33 Fig. 34 2022241493

   Fig. 35 Fig. 36

   Fig. 37 Fig. 38

   10/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 39 42

   40 2022241493

   41 43

   Fig. 40

   41 42

   46 43

   Fig. 41

   42

   45

   41 43

   44

   11/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 42 40 2022241493

   41

   46 45

   43 11 44 42 47

   Fig. 43 Fig. 44 47

   46

   45

   Fig. 45

   44

   48 43 11 12/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 46 Fig. 47 50 49 45 47

   48 2022241493

   51 49 44

   Fig. 48 51

   Fig. 49 Fig. 50

   13/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 51 Fig. 52 2022241493

   Fig. 53 Fig. 54

   Fig. 55

   53

   52

   14/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig.56 2022241493

   Fig.57

   57 17A

   4

   16 36 55

   38

   54

   56

   15/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 58 4 54 4

   16

   55 2022241493

   Fig. 59 Fig. 60

   Fig. 61

   55 16

   17B 16

   16/17

   [Terminal container ship] Kwong Tse 13 Aug 2023

   Fig. 62 2022241493

   58 3 23 59 60

   55 54 16 1

   17/17