DE102023000208A1 - Device and method for securing containers on ships - Google Patents

Abstract

2.1 The stowage and securing of containers on the deck of container ships is currently generally carried out in such a way that stacks of up to 13 containers high are erected alongside each other arranged fore and aft. The containers in the stack are connected to each other and to the ship below with tension-proof locking pieces. These independent stacks are extremely at risk of tipping over in rough seas and, to avoid impermissible tensile and pressure loads in the lower area, they must also be diagonally lashed down on their narrow front sides with lashing rods to the deck and to so-called lashing bridges. The system is sensitive to design errors, particularly errors in vertical weight distribution in the stacks. This often leads to damage and losses. 2.2 In order to avoid the danger of the stack tipping and the high transmission forces, each individual container in the stack is secured in the new system by four safety devices, which introduce the lateral forces occurring in the sea directly into safety bridges. These safety bridges are arranged at the ends of the container stacks, extend across the entire ship to the full height of the container stacks and are firmly connected to the ship's hull. They contain working levels from which the safety devices are extended (activated) or deactivated before unloading.2.3 The new safety system is more error-resistant than the current system and easier to operate as there are no loose safety elements. It can be used on container ships of all sizes, preferably new builds.

Description

The present invention relates to a technical device and an associated method for securing containers on the weather deck of container ships.

Current state of the art

To this day, containers are stowed on the deck of container ships, more precisely on the pontoon hatch covers, generally in the longitudinal direction next to each other in so-called dust bays. The containers are placed high on top of each other in independent stacks of up to 13 containers. In these stacks, the containers are vertically connected to one another at the corner fittings with locking pieces. The bottom container in each stack is securely attached to its respective hatch cover with similar latches. This style of stowage in independent stacks superseded the initial style of block stowage with cross-ties between stacks decades ago for a variety of reasons.

These stacks, which are up to 33 m high and have a base width of only 2.26 m in the transept direction, are exposed to enormous tilting moments when the ship rolls in sea state, which leads to impermissibly high tensile and compressive forces in the locks and corner fittings and to shear deformation of the containers themselves. For this reason, with stack heights of more than four layers, additional lashings in the form of steel rods, usually crosswise, must be placed on the front sides of the lowest layer on each stack and pretensioned with turnbuckles. If the stack is more than six layers high, the second layer and, depending on the planned overall height of the stack, other layers must also be secured in this way.

This securing in higher container layers is done with the help of so-called lashing bridges. These are scaffolding firmly connected to the ship's hull on the front sides of the container stack with working levels from which the heavy physical work of lashing and unlashing is carried out. The minimum width of these work surfaces is based on a recommendation by the IMO (International Maritime Organization, a sub-organization of the UN). In addition, there are working distances on both sides for hanging in the lashing rods, so that the distance between the front sides of consecutive bays is between around 2.8 m and 3.2 m in practice. This information is important for assessing the invention described below.

In summary, the current transport of containers on the deck of container ships can be characterized as follows: The individual container stacks represent vertically arranged cantilever beams that are exposed to considerable transverse forces when sailing in rough seas. Because this overstrains the strength of the connecting elements in the stack and below to the ship and the container itself, additional tension elements (lashings) must be set up to about half the height of the stack, which are attached to the fixed scaffolding provided for this purpose.

security weaknesses

• - Die in den Musterladefällen enthaltenen vertikalen Gewichtsstaffelungen in den Stapeln werden bei abweichenden Gewichten nicht immer sinnvoll eingehalten mit der Folge von möglicher Überlastung der Stapelsicherung in schlechtem Wetter auf See.
• - Einzelne Container sind schwerer als in den Versanddokumenten angegeben und können die Stapelsicherung ebenfalls überlasten, wenn sie zu hoch gestaut werden.
• - Die den Musterladefällen zugrunde liegenden Beschleunigungsannahmen können überschritten werden, wenn die Stabilität des Schiffes größer ist, als für die Musterladefälle vorgesehen. Die Stabilität und weitere Parameter für die Beschleunigungsannahmen des Schiffes sind zum Zeitpunkt der Beladungsplanung oft nicht ausreichend genau bekannt.
• - Containereckbeschläge können über die zulässigen Toleranzen hinaus abgenutzt sein und die zugfeste Verbindung aufeinander gestapelter Container versagen lassen.
• - Die statische Unbestimmtheit der Sicherung mit Verriegelungsstücken einerseits und zusätzlichen Laschings andererseits kann angesichts der großen wirkenden Kräfte zur Überlastung der einen oder der anderen der beiden Komponenten führen.
• - Das dynamische Verhalten der hohen Stapel (Peitscheneffekt) sowie Stöße von Nachbarstapeln sind nicht vorhersehbar und können praktisch nicht beachtet werden.

The current securing system for containers on the deck of container ships is designed by specialist companies according to the detailed rules of the classification society commissioned for the ship and made available to the ship's command in the form of sample loading cases in the official load securing manual. A special feature of these sample loading cases is that they are only valid up to a certain stability (righting ability) of the ship and that they specify limit distributions for the weight grading in the stacks according to the principle: heavy containers at the bottom, light ones at the top. In practice, the following common problems arise:

• - The vertical weight graduations in the stacks contained in the sample loading cases are not always sensibly adhered to in the case of deviating weights, with the result that the stacking safety device may be overloaded in bad weather at sea.
• - Individual containers are heavier than specified in the shipping documents and can also overload the stacking device if they are stowed too high.
• - The acceleration assumptions on which the model loading conditions are based can be exceeded if the stability of the ship is greater than that intended for the model loading conditions. The stability and other parameters for the acceleration assumptions of the ship are often not known with sufficient accuracy at the time of loading planning.
• - Container corner fittings can be worn beyond the permissible tolerances and can cause the tight connection of stacked containers to fail.
• - The static indeterminacy of securing with locking pieces on the one hand and additional lashings on the other hand can lead to overloading of one or the other of the two components in view of the large forces acting.
• - The dynamic behavior of the high stacks (whip effect) as well as bumps from neighboring states peln are not foreseeable and can practically not be considered.

Other features of the current security system

• - Das derzeitige Sicherungssystem benötigt auf den größten Containerschiffen knapp 60.000 bewegliche Teile in Form von Verbindungselementen, Laschstangen und Spannschrauben, die sachgemäß verwaltet, richtig verwendet und gewartet werden müssen.
• - Zum Einsetzen oder Entnehmen der Verbindungselemente muss jeder an Deck zu ladende oder entladene Container kurzeitig für den manuellen Zugriff über dem Kai hängend verharren. Der Umschlagsvorgang wird dadurch systemimmanent verzögert.
• - Die zuvor genannten Verbindungselemente sind entweder vollautomatische Locks oder halbautomatische Twistlocks. Werden halbautomatische Twistlocks verwendet, müssen diese vor dem Entladen der Container mit langen Stangen per Hand entriegelt werden.
• - Die zusätzliche Arbeit des Anbringens bzw. Entfernens der schweren Laschstangen und Spannschrauben kostet Hafenliegezeit und ist unfallträchtig.
• - Die oberen Containerlagen über dem Bereich der Laschbrücken sind unzugänglich. Das macht eine gezielte Brandabwehr, z.B. mit der für lokale Containerbrände vorgeschriebenen Löschlanze, in diesem Bereich unmöglich.
• - Die Abwehr größerer Brände der Decksladung mit Hilfe von leistungsfähigen Wassermonitoren wird erschwert, weil diese Monitore nur etwa auf halber Höhe der Stapel angeordnet sein können.
• - Im derzeitigen Sicherungssystem können in jedem Stapel in beliebiger Reihenfolge Container der beiden unterschiedlichen Bauhöhen 8 Fuß 6 Zoll (Standard) und 9 Fuß 6 Zoll (High Cube) aufeinandergestapelt werden.
• - Im derzeitigen Sicherungssystem sind beim Be- oder Entladen an Deck die Arbeitsschneisen zwischen den Laschbrücken für die landseitige Beladeeinrichtung (Containerbrückenkran mit Anschlagspreize) frei von Hindernissen. Das bedeutet, dass in geringst möglicher Arbeitshöhe umgeschlagen werden kann, was einen Zeitvorteil darstellt.

Other features of the current security system are briefly listed here, provided they serve to assess the invention described below.

• - The current securing system on the largest container ships requires nearly 60,000 moving parts in the form of fasteners, lashing rods and turnbuckles that must be properly managed, properly used and maintained.
• - In order to insert or remove the connecting elements, each container to be loaded or unloaded on deck must remain briefly hanging over the quay for manual access. This delays the handling process inherent in the system.
• - The aforementioned fasteners are either fully automatic locks or semi-automatic twistlocks. If semi-automatic twistlocks are used, they must be unlocked by hand with long rods before the containers are unloaded.
• - The additional work of attaching or removing the heavy lashing rods and turnbuckles costs port time and is prone to accidents.
• - The upper container tiers above the area of the lashing bridges are inaccessible. This makes targeted firefighting, for example with the extinguishing lance prescribed for local container fires, impossible in this area.
• - Fighting off larger deck cargo fires with the help of powerful water monitors is made more difficult because these monitors can only be arranged about halfway up the stack.
• - In the current security system, containers of the two different heights 8ft 6" (standard) and 9ft 6" (high cube) can be stacked on top of each other in any order in each stack.
• - In the current safety system, when loading or unloading on deck, the work lanes between the lashing bridges for the shore-side loading device (gantry crane with stop spreader) are free of obstacles. This means that handling can be carried out at the lowest possible working height, which is a time advantage.

Innovative system for securing containers on deck

basic principle of the system

The basic principle of the new system is that each container on deck is connected to safety bridges at both ends with the help of permanently installed, movable safety devices. The securing bridges are arranged similar to the usual lashing bridges between the bays, are firmly connected to the ship's hull and reach just under the full height of the container stack.

The safety devices primarily absorb the transverse forces that occur when there is a swell and direct them directly into the safety bridges and thus into the hull of the ship. There is no connection between the containers.

Component security device

The safety device in the preferred embodiment consists of a parallelepiped-shaped steel body, at one end of which a short, vertical angle profile is firmly attached. The upper end of this angle profile is extended by a firmly connected inclined flank profile, which is rounded on its upper side and marked black and yellow. A firmly connected cone sits on the inside of the front side of the angle profile. The face dimensions of the angle profile together with the inclined flank profile coincide with the cross section of the cuboid steel body.

The entire safety device is located in a steel housing and can be fully retracted into this housing (resting state) or extended a certain distance from this housing (active state) by a movement mechanism.

When active, the angle profile nestles frontally and on one side against one of the upper corner fittings of an already loaded container. At the same time, the cone sits in the front opening of this patch fitting. In this way, the cone can transfer lateral forces and proportionate weight forces from the container to the safety device. Likewise, the angle profile can transmit transverse forces on one side and also longitudinal forces from the container to the safety device.

The angle profile is so high that when it is active it protrudes over the corner fitting of the container. This, together with the attached bevel profile, enables the container to be loaded next to be set down precisely ners and then fixes it on one side lengthwise and crosswise to its lower corner fitting.

When idle, the safety device is fully retracted, so that there is no obstacle to handling in the work lane between two safety bridges.

The transshipment can take place at a low level, as in the conventional system, without unnecessary and time-consuming vertical movements.

A total of four such safety devices are provided for each container, which when active, as short cantilever beams, transmit lateral forces and proportionate weight forces into the associated housing and from this to the safety bridge. The connection of the housing with the safety bridge should be firm, but with a suitable choice of construction it should be so elastic that the permissible dimensional tolerances of the container dimensions can be compensated for by elastic deformations.

Component fuse bridge

The safety bridge in the preferred embodiment consists of two steel walls arranged transversally at a distance of approx. 1.2 meters, which are firmly connected to the hull. The walls extend over the entire width and height of the container stacks stowed on deck. The material thickness decreases from bottom to top according to the strength requirements. The walls are appropriately stiffened and structurally connected to one another, preferably at the levels of the working levels (catwalks).

These work levels are slightly above the horizontal seams of the containers, so that the housings of the safety devices are arranged just below the work levels and thus do not represent an obstacle on the work levels.

The steel walls of the safety bridge have sufficient openings and constructive recesses to enable the operating personnel to have a visual check of the containers when actuating the safety devices.

The working levels are connected to each other by ladders and hatches and provided with railings where necessary. The recommendations of the IMO in this regard must be observed.

Possibilities of movement of the safety device

The movement of the safety device from the rest state to the active state and back is effected by a reliable mechanism that can be activated manually, electrically, hydraulically or pneumatically. It should be noted that in the preferred embodiment the housing with the safety device is arranged under the floor of the respective worktop.

In this embodiment, it makes sense to enable the movement with the aid of a toothed rack attached to the safety device and a gear wheel mounted on the housing. The manual energy transfer can be done with a long lever that a person on the work platform actuates in one or more motion sequences.

In another embodiment, a rotating drive can be converted into the desired transverse movement with the aid of a spindle.

In a further embodiment pressurized liquid or gas can achieve the desired transverse movement with the aid of a piston in a cylinder.

Movement mechanism requirements

• - Der Ruhezustand und der aktive Zustand müssen von der Bedienperson anhand der Bedienelemente klar unterschieden erkennbar sein.
• - Das Erreichen des Ruhezustands und des aktiven Zustands muss sicher erkennbar oder wahrnehmbar sein, um unbeabsichtigte Zwischenzustände zu vermeiden.
• - Im Ruhezustand und im aktiven Zustand muss eine ausreichend starke, selbsttätige Blockierung eintreten, die ein unbeabsichtigtes Verlassen dieses Zustands verhindert.
• - Beim Erreichen und Verlassen des aktiven Zustands muss der Bewegungsmechanismus mit Sicherheit so viel Kraft haben, um einen Eckbeschlag im Rahmen seiner Fertigungstoleranzen und der Fertigungstoleranzen des Containerstirnrahmens mit Hilfe des in den Eckbeschlag eingeführten Konus der Sicherungsvorrichtung auszurichten bzw. den Konus wieder herauszuziehen.

In all conceivable embodiments, the drive should meet the following minimum requirements:

• - The idle state and the active state must be clearly recognizable by the operator using the operating elements.
• - Reaching the idle state and the active state must be reliably recognizable or perceptible in order to avoid unintended intermediate states.
• - In the idle state and in the active state, there must be a sufficiently strong, automatic blocking that prevents this state from being left unintentionally.
• - When reaching and leaving the active state, the movement mechanism must certainly have enough power to align a corner fitting within the scope of its manufacturing tolerances and the manufacturing tolerances of the container end frame with the help of the cone of the safety device inserted into the corner fitting or to pull the cone out again.

Purpose and design of the cone

• - die Feinpositionierung des Containers,
• - die Aufnahme von beidseitigen, horizontalen Kräften,
• - die Aufnahme von anteiligen, vertikalen Gewichtskräften,
• - das Verhindern des vorzeitigen Verriegelns eines landseitigen Anschlagmittels (Spreize des Containerbrückenkrans),
• - die Unterstützung der Sicherungsvorrichtung gegen vertikale Stöße beim ungenauen Absetzen des folgenden Containers.

The cone, which has been used in various designs and applications since the introduction of freight containers with steel corner fittings In the preferred embodiment of the new security system, the task of the form-fitting, conical engagement in the front-side opening of the upper corner fitting of the container to be secured is obtained. Its length must be such that it reaches below the upward-facing opening of the corner fitting. These properties allow:

• - the fine positioning of the container,
• - the absorption of horizontal forces on both sides,
• - the absorption of proportional, vertical weight forces,
• - preventing premature locking of a land-side sling (strut of the container bridge crane),
• - the support of the safety device against vertical impacts in the event of imprecise placement of the following container.

This gives the cone a special meaning for the new security system.

Securing device for the top container in the stack

The container in the top position provided for this in a stack can be secured with the described securing devices just like all containers loaded underneath. However, in order not to let the safety bridge protrude beyond the container to be loaded, the safety devices for the penultimate container position are modified in the preferred embodiment in such a way that the vertical angle profile with the attached inclined flank profile is designed significantly higher.

The height must be so great that the fore and aft flanks of the angle profile, taking elastic deformation into account, prevent the uppermost container from tipping sideways when lateral forces occur. A further backup of this uppermost container is then not necessary. The determination of the height of these angle profiles is based on the lateral acceleration assumptions of the commissioned classification society.

Procedural features of the new system

The bottom container in each stack is placed on the hatch cover and positioned by four guide brackets welded on. Locking with the hatch cover is not required. Then the safety devices are brought into the active position on all four upper corner fittings. The next container is set down on the already loaded container, guided by the bevel profiles of the safety devices, and the associated safety devices are activated. This process is repeated up to the top container, for which, however, no safety devices are provided.

When unloading, this process is reversed. When a stack is loaded to the required height in a port, each container is necessarily properly secured for the sea voyage. This can also be easily checked at any time.

When planning the load, care must be taken to ensure that standard containers and high-cube containers can no longer be stacked on top of each other, but must be loaded separately in bays that have been conditioned accordingly. However, the top container in a stack can be any height.

Advantages of the new system

• - Die direkte horizontale Übertragung der im Seegang auftretenden Querkräfte von jedem einzelnen Container in zwei fest mit dem Schiff verbundene Strukturen (die Sicherungsbrücken am vorderen und hinteren Ende jeder Bay) vermeidet den Umweg über hohe vertikale Zug- und Druckkräfte und das unsichere Zusammenspiel mit zusätzlichen Laschings an vorgegebenen Positionen. Die gesamte Sicherung wird durch geringere Kräfte erreicht, die sich im Gefüge der Sicherungsbrücke durch Verformungen im elastischen Bereich weitgehend homogenisieren. Ein Schwingen von hohen Stapeln wird vollständig vermieden. Zusammenbrechen von Containern und Verluste über Bord können somit ausgeschlossen werden.
• - Die Abmessung der Sicherungsbrücken von jeweils ca. 1,2 Metern in Schiffslängsrichtung, vermehrt um zwei Sicherheitsabstände von 0,2 Metern zu den Containerstapeln ergibt einen Abstand zwischen den Stirnwänden einer Bay von ca. 1,6 Metern. Diese Abstände sind beim herkömmlichen Sicherungssystem der Laschbrücken deutlich größer. Der Gewinn an verfügbarer Staulänge wirkt sich bei den derzeit größten Containerschiffen von 400 m Länge derart aus, dass zwei 40'-Bays zusätzlich untergebracht werden können. Das betrifft nicht nur die Beladung an Deck, sondern auch den darunter liegenden Laderaum, weil die Bays an Deck grundsätzlich in vertikaler Fluchtlinie mit den Bays der Raumladung angeordnet sein müssen. Somit ergibt sich aus dem neuartigen Sicherungssystem eine erhebliche Steigerung der räumlichen Ladekapazität des Schiffes, die gewichtsmäßig durch eine Verringerung des mitgeführten Ballastwassers ausgeglichen wird.
• - Die homogenere Übertragung der Sicherungskräfte von den Containern über die Sicherungsvorrichtungen und die Sicherungsbrücken in den Schiffskörper ermöglicht eine größere Toleranz bei der vertikalen Gewichtsverteilung in den Stapeln als bei dem derzeitig empfindlicheren Sicherungskonzept. Das gilt auch für die Beachtung der maximal zulässigen Stabilität. Diese größere Bandbreite der Gewichtsverteilung an Deck wird wesentlich allein durch die maximale Stapellast und die Stabilität des Schiffes begrenzt, nicht aber durch Einschränkungen aus dem Sicherungssystem.
• - Der Wegfall aller kaiseitigen Arbeiten im Zusammenhang mit dem Einsetzen und Entnehmen von Verriegelungselementen (Locks), das bordseitige Entriegeln von halbautomatischen Locks, das schnellere Absetzen von Containern beim Laden ohne das zeitraubende Einfädeln der Locks und auch der Wegfall von Lascharbeiten nach Ladeende ermöglichen eine deutliche Steigerung der Umschlagsleistung und damit eine Verkürzung der Hafenliegezeit.
• - Die schwere und unfallträchtige Arbeit beim Setzen und Entfernen der Laschstangen und Spannschrauben entfällt vollständig. Ebenso entfallen sämtliche Arbeiten der Schiffsbesatzung zur Überwachung, Kontrolle, Ausgabe und Einsammeln der beweglichen Sicherungsausrüstung.
• - Die bis zur vollen Höhe der Containerstapel reichenden Sicherungsbrücken mit den integrierten Arbeitsflächen ermöglichen die Installation von optimal angeordneten Feuerlöschmonitoren und auch den Zugang zu jedem einzelnen Container in den Bays zwecks lokaler Brandbekämpfung.

The main advantages of the new system are listed below:

• - The direct horizontal transmission of the transverse forces occurring in sea state from each individual container into two structures firmly connected to the ship (the safety bridges at the front and rear end of each bay) avoids the detour via high vertical tensile and compressive forces and the unsafe interaction with additional lashings at predetermined positions. The overall safety is achieved by lower forces, which are largely homogenized in the structure of the safety bridge through deformations in the elastic range. High stacks are completely prevented from swinging. Collapse of containers and losses overboard can thus be ruled out.
• - The dimension of the safety bridges of approx. 1.2 meters in the longitudinal direction of the ship, increased by two safety distances of 0.2 meters to the container stacks, results in a distance between the end walls of a bay of approx. 1.6 metres. These distances are significantly larger with the conventional safety system of lashing bridges. The gain in available stowage length has such an effect on the currently largest container ships of 400 m in length that two 40' bays can also be accommodated. This applies not only to loading on deck, but also to the cargo space below, because the bays on deck must always be aligned vertically with the bays of the space cargo. The new safety system thus results in a considerable increase the spatial loading capacity of the ship, which is balanced in terms of weight by a reduction in the ballast water carried.
• - The more homogeneous transmission of the securing forces from the containers via the securing devices and the securing bridges into the ship's hull enables greater tolerance in the vertical weight distribution in the stacks than with the currently more sensitive securing concept. This also applies to observing the maximum permissible stability. This greater range of weight distribution on deck is essentially limited solely by the maximum stacking load and the stability of the ship, but not by limitations from the safety system.
• - The omission of all work on the quay in connection with the insertion and removal of locking elements (locks), the unlocking of semi-automatic locks on board, the faster setting down of containers during loading without the time-consuming threading of the locks and also the omission of lashing work after the end of loading enable a significant Increase in handling capacity and thus a reduction in port layovers.
• - The heavy and accident-prone work when setting and removing the lashing rods and clamping screws is completely eliminated. Likewise, all work by the ship's crew to monitor, control, issue and collect the mobile safety equipment is no longer necessary.
• - The safety bridges, which reach to the full height of the container stacks with the integrated work surfaces, allow the installation of optimally arranged fire extinguishing monitors and also access to each individual container in the bays for local fire fighting.

Description of the illustrations

1 shows two side views of container ships. The upper ship (1a) is currently the world's largest container ship (as of December 2022) with a length of approx. 400 meters and a width of approx. 61 meters. It is equipped with a state-of-the-art deck cargo securing system. The distance between the container front sides of the individual storage bays (bays) depends on the space required for the lashing bridges, on which the containers also have to be secured with lashing rods. For the given ship length, this results in the number of 24 storage bays for 40-foot containers on the weather deck and, because of the purely vertical handling, also in the hold below.

The fictitious ship (2a) shown below is identical in its dimensions, but is equipped with the new type of container securing device. Due to the structurally shorter safety bridges compared to conventional lashing bridges, 26 storage bays (bays) for 40-foot containers can be arranged along the length of the ship. That is an increase of 1152 40-foot containers or almost 10% of the loading capacity.

1

Bay Nr. 1 bis 24

2

Container der Bauhöhe 8 Fuß 6 Zoll im Stapelstau maximal 13 Lagen hoch

3

Die herkömmlichen Laschbrücken reichen maximal bis zur sechsten Lage

4

Bay Nr. 1 bis 26

5

Container im Stapelstau maximal 13 Lagen hoch

6

Die neuartigen Sicherungsbrücken reichen bis unter die dreizehnte Lage

The numbers in 1 have the following meaning:

1

Bay #1 through 24

2

Containers with an overall height of 8 feet 6 inches in the stacking stow a maximum of 13 layers high

3

The conventional lashing bridges reach a maximum of up to the sixth layer

4

Bay #1 through 26

5

Containers stacked up to a maximum of 13 layers high

6

The innovative safety bridges extend below the thirteenth layer

2 shows a section of the deck loading of a container ship as a side view with four safety bridges (4). So-called high cube containers with a height of 9 feet 6 inches are loaded in 11 layers. The bottom tier consists of two 20-foot containers, the next 10 tiers of 40-foot containers.

1

Höhenbegrenzung der obersten Containerlage als 40-Fuß Container

2

Sicherungsvorrichtung des obersten Containers mit höheren vertikalen Flanken

3

ISO-genormter 40-Fuß Container mit der Höhe von 9 Fuß 6 Zoll (High Cube)

4

Sicherungsbrücke auf einem Wetterdeck mit zwei Stahlwänden im Abstand von 1.2 m

5

Konstruktive Aussparung der Rahmenkonstruktion zur Blickkontrolle und zum Lichteinfall

6

Winkelprofil Längsseite mit innenliegender vertikaler Fläche und Schrägflanke

7

Sicherheitsabstand von der Sicherungsbrücke zum Container von 0,20 Metern

8

ISO-genormter 20-Fuß Container mit der Höhe von 9 Fuß 6 Zoll (High Cube)

9

Einfache Stapelkonen zur Sicherung der mittigen 20-Fuß Containerfugen

10

Zugang zur Sicherungsbrücke im Bereich der primären Tragpfosten

11

Pontonlukendeckel nebst vier aufgeschweißten Container-Führungswinkeln

12

Lukenschacht

13

Primärer und sekundärer Tragpfosten für Sicherungsbrücke und Container

14

Wetterdeckverschanzung Absturzsicherung des Betriebsgangs

15

Bordwand im Überwasserbereich

16

Bordwand im Unterwasserbereich

17

Bodenplatte

1a

Höhe Containerstapel ca. 32,00 Meter

2a

Seitenhöhe Schiffsrumpf (Hauptdeck/Bodenplatte) ca. 33,20 Meter

The numbers in 2 have the following meaning:

1

Height limitation of the top container tier as a 40-foot container

2

Securing device of the top container with higher vertical flanks

3

ISO-standard 40-foot container with a height of 9 feet 6 inches (high cube)

4

Safety bridge on a weather deck with two steel walls 1.2 m apart

5

Structural cut-out in the frame construction for visual control and for the incidence of light

6

Angle profile long side with internal vertical surface and inclined flank

7

Safety distance from the safety bridge to the container of 0.20 meters

8th

ISO-standard 20-foot container with a height of 9 feet 6 inches (high cube)

9

Simple stacking cones to secure center 20-foot container joints

10

Access to the safety bridge in the area of the primary support posts

11

Pontoon hatch cover along with four welded-on container guide brackets

12

hatch shaft

13

Primary and secondary support post for backup bridge and container

14

Weather deck bulwark Fall protection of the operating aisle

15

Board wall in the above water area

16

hull in the underwater area

17

bottom plate

1a

Height of container stack approx. 32.00 meters

2a

Side height hull (main deck/floor plate) approx. 33.20 meters

3 shows the function and operation of the safety device in two working levels of the safety bridge. The vertical spacing of the safety devices and thus the height of the work areas is tailored to containers with a height of 9 feet 6 inches (high cube) in this illustration. For containers of standard height 8ft 6in, these spaces would be correspondingly lower. The illustration shows two safety devices (19) in the rest position (above), one safety device (5) in the active, safety position (centre on the left) and one safety device (14) in motion for the purpose of securing along with the manual operating process (centre on the right) . Two safety devices (9, 11) are shown below in the active, safety position.

1

Arbeitsraum zur Betätigung der Sicherungsvorrichtungen

2

Stahlwand der Sicherungsbrücke mit innenliegenden Versteifungen

3

Hebelstange zur manuellen Bedienung eines Zahnradgetriebes für eine Zahnstange

4

Arbeitsebene (Catwalk) mit Laufrosten versehen

5

Aktive Position einer Sicherungsvorrichtung in einem oberen Container- Eckbeschlag

6

Container in einem komplett gesicherten Zustand linksseitig

7

Steigleiter links an der Stahlwand

8

Gesicherter Container im Stapelstau linksseitig der Sicherungsbrücke

9

Sicherungsvorrichtung in aktiver Position

10

Mittelschott des Gehäuses für zwei Sicherungsvorrichtungen

11

Sicherungsvorrichtung in aktiver Position

12

Gesicherter Container im Stapelstau rechtsseitig der Sicherungsbrücke

13

Noch ungesicherter Container rechtsseitig

14

Sicherungsvorrichtung in Bewegung zur aktiven Position

15

Eckbeschlag des ungesicherten Containers vor dem Sicherungsvorgang

16

Manuell zu betätigendes Zahnradgetriebe zum Bewegen einer Sicherungsvorrichtung

17

Untere Licht-, Sicht- und Montageöffnung des Arbeitsraums

18

Große Licht- und Sichtöffnung des Arbeitsraums

19

Zwei Sicherungsvorrichtungen in der geschützten Ruheposition

1a

Gesamtabmessung Sicherungsbrücke + zwei Sicherheitsabstände = 1,6 Meter

2a

Gesamtbreite Sicherungsbrücke = 1,2 Meter

2b

Gesamthöhe eines Sicherungsbrückenarbeitsraums = 2,9 Meter (9 Fuß 6 Zoll Container)

2c

Sicherheitsabstand Sicherungsbrücke zum Containereckbeschlag = 0,20 Meter

The numbers in 3 have the following meaning:

1

Working space for actuating the safety devices

2

Steel wall of the safety bridge with internal stiffeners

3

Lever bar for manual operation of a gear train for a rack

4

Work level (catwalk) provided with gratings

5

Active position of a securing device in a container top corner fitting

6

Container in a fully secured condition on the left side

7

Ladder on the left on the steel wall

8th

Secured container in the stacking jam on the left side of the safety bridge

9

Safety device in active position

10

Central bulkhead of the housing for two safety devices

11

Safety device in active position

12

Secured container in stack stowage on the right side of the safety bridge

13

Still unsecured container on the right

14

Safety device moving to active position

15

Corner fitting of the unsecured container before the securing process

16

Manually operated gear train for moving a safety device

17

Lower light, sight and assembly opening of the working space

18

Large light and view opening of the working space

19

Two belay devices in the protected rest position

1a

Total dimension safety bridge + two safety distances = 1.6 meters

2a

Total width of safety bridge = 1.2 meters

2 B

Total height of a backup bridge workspace = 2.9 meters (9ft 6in container)

2c

Safety distance safety bridge to container corner fitting = 0.20 meters

4 shows the safety device in three different working positions in a schematic representation, neglecting the height scale. In the illustration above, the device (2) is in the rest position and is flush with the safety bridge. In the middle illustration, the safety device (4) is on its way to securing a container that has been loaded. In the illustration below, a safety device (5) is in its active position, in which it secures the lower container at its upper corner fitting and positions the additionally loaded container at its lower corner fitting. The bottom container in the stack is positioned on the hatch cover using standard guide profiles.

1

Laufsteg mit Gitterrosten

2

Vorrichtung in Ruheposition

3

Horizontale Versteifung der Sicherungsbrücke

4

Vorrichtung in Bewegung zwischen Ruheposition und aktiver Position

5

Vorrichtung in aktiver Position

6

Gehäuse zur Führung der Vorrichtung

7

Sicherungsbrücke Mittellot

8

Vertikales Winkelprofil

9

Wand der Sicherungsbrücke

10

Vertikale Versteifung der Sicherungsbrücke

11

Vertikales Winkelprofil mit aufgesetztem Schrägflankenprofil

12

Sicherungskonus

13

Unterer Container-Eckbeschlag eines hinzugeladenen Containers

14

Oberer Container-Eckbeschlag eines gesicherten Containers

15

Führungswinkel und Konus in der Sicherungsposition

16

Bodenebene des untersten Containers im Stapel

17

Pontonlukendeckel als Basis für den Stapelstau auf einem Vollcontainerschiff

1 a

Distanz ab Mittellot Innenseite der vertikalen Versteifung = 500 mm

1 b

Distanz ab Mittellot Außenseite der Sicherungsbrücke = 600 mm

1c

Gesamtlänge der Sicherungsvorrichtung = 560 mm

1d

Horizontalhub + Basisabstand = 320 + 40 = 360 mm

2a

Distanz Außenseite der Sicherungsbrücke zum Container-Eckbeschlag = 200 mm

2b

Eingrifflänge des Winkelprofils = 120 mm

2c

Eingreiftiefe des Konus im Container-Eckbeschlag = 95 mm

The numbers in 4 have the following meaning:

1

Walkway with gratings

2

Device in rest position

3

Horizontal stiffening of the safety bridge

4

Device moving between rest position and active position

5

Device in active position

6

Housing for guiding the device

7

Fuse bridge center plumb

8th

Vertical angle profile

9

Wall of the backup bridge

10

Vertical reinforcement of the safety bridge

11

Vertical angle profile with attached bevel profile

12

safety cone

13

Lower container corner fitting of an additionally loaded container

14

Upper container corner fitting of a secured container

15

Guide angle and cone in the locking position

16

Floor level of the bottom container in the stack

17

Pontoon hatch cover as a basis for stacking stowage on a full container ship

1 a

Distance from center perpendicular inside of vertical stiffener = 500 mm

1 b

Distance from center perpendicular outside of safety bridge = 600 mm

1c

Total length of belay device = 560mm

1d

Horizontal stroke + base distance = 320 + 40 = 360 mm

2a

Distance from the outside of the safety bridge to the container corner fitting = 200 mm

2 B

Engagement length of the angle profile = 120 mm

2c

Depth of engagement of the cone in the container corner fitting = 95 mm

5 shows a schematic plan view of the securing devices in the active position for securing two containers in adjacent stacks. Above all, the illustration is intended to show that the lateral distances (2a) of the container stacks in the loading bays that have been customary up to now can also be maintained with the new safety system.

1

Container in Draufsicht in linksseitiger gesicherter Stauposition

2

Schwarz-gelber oberer Rand des linksseitigen Schrägflankenprofils

3

Oberer linksseitiger Eckbeschlag mit einer durch den Konus blockierten oberen Öffnung

4

Konus in der Sicherungsposition

5

Stirnwand eines linksseitig gesicherten Containers

6

In Längsrichtung angeordneter Schenkel eines Winkelprofils

7

Zwischenplatte eines Gehäuses für eine linke und rechte Sicherungsvorrichtung

8

Linksseitige Sicherungsvorrichtung in aktiver Position

9

Anschlagssicherung der Ruheposition einer linksseitigen Sicherungsvorrichtung

10

Längsseite eines rechtsseitig gesicherten Containers

11

Oberer linksseitiger Eckbeschlag eines rechtsseitig gestauten Containers

12

Konus in der Sicherungsposition

13

Querschiffs angeordneter Schenkel eines Winkelprofils mit Konusbasis

14

In Längsrichtung angeordneter Schenkel eines Winkelprofils

15

Rechtsseitige Sicherungsvorrichtung in aktiver Position

16

Stahlwand der Sicherungsbrücke

17

Im Gehäuse verbleibender Teil der Sicherungsvorrichtung

18

Querschiffs angeordnete Gehäusetrennwand für eine Sicherungsvorrichtung

1a

Fuge zwischen der rechten und linken Sicherungsvorrichtung in aktiver Position

1b

Toleranzfuge zwischen Vorrichtung und Gehäuse

2a

Fuge zwischen den oberen rechten und linken Containereckbeschlägen

2b

Toleranzfuge zwischen Vorrichtung und Gehäuse

2c

Länge einer Gehäusehälfte für eine Sicherungsvorrichtung

The numbers in 5 have the following meaning:

1

Top view of container in a secured stowed position on the left-hand side

2

Black and yellow upper edge of the left side bevel profile

3

Upper left corner fitting with an upper opening blocked by the cone

4

Cone in the locking position

5

Front wall of a container secured on the left side

6

Longitudinally arranged leg of an angle profile

7

Intermediate plate of a housing for a left and right safety device

8th

Left side safety device in active position

9

Stop safety of the rest position of a left-hand safety device

10

Long side of a container secured on the right-hand side

11

Upper left-hand corner fitting of a container stowed on the right-hand side

12

Cone in the locking position

13

Transverse leg of an angle profile with a cone base

14

Longitudinally arranged leg of an angle profile

15

Right side safety device in active position

16

Steel wall of the backup bridge

17

Part of the safety device that remains in the housing

18

Athwartships housing partition for a safety device

1a

Joint between the right and left safety device in active position

1b

Tolerance gap between device and housing

2a

Joint between the upper right and left container corner fittings

2 B

Tolerance gap between device and housing

2c

Length of a housing half for a safety device

6 shows a schematic front view of two container securing devices in the active position.

1

Schrägflankenprofile mit schwarz-gelber Markierung

2

Linksseitig hinzugeladener Container

3

Unterer Eckbeschlag des linksseitig hinzugeladenen Containers

4

Oberer Eckbeschlag des linksseitig gesicherten Containers

5

Linksseitig gesicherter Container

6

Berührungsfläche der Eckbeschläge der linksseitigen Container

7

Konus der linksseitigen Sicherungsvorrichtung

8

Vertikale Schenkel der Winkelprofile der Sicherungsvorrichtungen

9

Konus der rechtsseitigen Sicherungsvorrichtung

10

Berührungsfläche der Eckbeschläge der rechtsseitigen Container

11

Rechtsseitig gesicherter Container

12

Oberer Eckbeschlag des rechtsseitig gesicherten Containers

13

Unterer Eckbeschlag des rechtsseitig hinzugeladenen Containers

14

Rechtsseitig hinzugeladener Container

The numbers in 6 have the following meaning:

1

Bevel flank profiles with black and yellow marking

2

Container loaded on the left side

3

Lower corner fitting of the container loaded on the left side

4

Upper corner fitting of the container secured on the left-hand side

5

Container secured on the left side

6

Contact surface of the corner fittings of the left-hand containers

7

Cone of the left-hand safety device

8th

Vertical legs of the angle profiles of the safety devices

9

Cone of the right-hand safety device

10

Contact surface of the corner fittings of the right-hand containers

11

Container secured on the right side

12

Upper corner fitting of the container secured on the right-hand side

13

Lower corner fitting of the container loaded on the right side

14

Container loaded on the right side

7 shows a schematic side view of a safety device with a hydraulic drive option. In the illustration above, the device is in the rest position and is flush with the safety bridge. In the illustration below, the device is in its active position, in which it secures the lower container at its upper corner fitting and positions the loaded container at its lower corner fitting.

1

Gehäuse der Sicherungsvorrichtung

2

Rückwand des Gehäuses mit Hydraulikstempelfixierung

3

Fester Hydraulikstempel

4

Hydraulikzylinder in der Sicherungsvorrichtung in Ruheposition

5

Hydraulikkolbendichtung

6

Feststehender Hydraulikkolben

7

Vertikales Winkelprofil mit dem Gehäuse abschließend

8

Konstruktive Stahlwand der Sicherungsbrücke

9

Unterer Container-Eckbeschlag eines hinzugeladenen Containers

10

Konus eingeführt im oberen Container-Eckbeschlag des unteren Containers

11

Oberer Eckbeschlag des unteren Containers

12

Sicherungsvorrichtung in der aktiven Position

1a

Hydraulikzylinder in Endauslage

1b

Hubweg des Hydraulikzylinders

2a

Halbe Länge einer Sicherungsbrücke in Schiffslängsrichtung

2b

Sicherheitsabstand Sicherungsbrücke zu den Eckbeschlägen des Containerstapels

2c

Eingreiftiefe des Winkelprofils zur Containersicherung

2d

Eingreiftiefe des Konus in einen oberen Eckbeschlag

The numbers in 7 have the following meaning:

1

Housing of the safety device

2

Rear wall of the housing with hydraulic ram fixation

3

Fixed hydraulic ram

4

Hydraulic cylinder in the safety device in rest position

5

hydraulic piston seal

6

Fixed hydraulic piston

7

Vertical angle profile terminating with the housing

8th

Structural steel wall of the safety bridge

9

Lower container corner fitting of an additionally loaded container

10

Cone inserted in the upper container corner fitting of the lower container

11

Upper corner fitting of the lower container

12

Safety device in active position

1a

Hydraulic cylinder in final display

1b

stroke of the hydraulic cylinder

2a

Half the length of a safety bridge in the longitudinal direction of the ship

2 B

Safety distance safety bridge to the corner fittings of the container stack

2c

Reach depth of the angle profile for securing the container

2d

Depth of engagement of the cone in an upper corner fitting

Claims (2)

System for securing containers on the deck of container ships, consisting of a safety bridge and, connected thereto, extendable devices for securing containers, characterized by the following features: 1.1 the extendable device is fitted on its face with a vertical angle profile, with an attached to the angle profile sloping flank profile and a precisely positioned cone to fulfill the following functions in the securing position: - the angle profile secures the upper corner fitting of an already loaded container in the longitudinal and transverse direction on one side and is used with an overhang for one-sided fixing of the next container to be stacked on it, - the Beveled profile makes positioning that next container easier. 1.2 The cone after claim 1 .1 is designed and dimensioned in such a way that when it is inserted into the upper corner fitting of a loaded container - it is positioned exactly, - horizontal forces from the container can be directed into the device on both sides, - Can transmit proportionate weight forces from the container in the device, - prevents a premature, unwanted locking of the unloading of the land-side handling facility, - the device after claim 1 against vertical impacts when the next container is set down imprecisely. 1.3 The device according to claim 1 is equipped with a movement mechanism which - makes it possible for the operating personnel to clearly distinguish between a fully retracted position (resting state) and an extended, securing position (active state), - making it possible to reliably recognize or perceive when the resting state and the active state have been reached, - in the resting state and blocked automatically and sufficiently strongly in the active state, - when reaching and leaving the active state, developed enough force to move the cone claim 1 .1 to be safely inserted into or pulled out of the corner fitting. 1.4 The device according to claim 1 is modified for the container in the second highest position in each stack in such a way that the vertical angle profile is designed higher, namely so high that the following container, loaded in the highest position, cannot tip over under the assumed lateral loads in rough seas. 1.5 The safety bridge is provided with housings for guiding the devices claim 1 fitted. These are preferably arranged under the floor of the work areas for the operating personnel to save space, so that if the recommended minimum width of the work areas is observed, more ship length is available for the stowage of containers on deck and also in the hold. 1.6 The housing according to claim 1 .5 are fastened sufficiently elastically in the construction of the safety bridge in order to be able to safely compensate for the occurring and cumulative vertical dimensional tolerances of the containers. Procedure for securing containers on deck of container ships using the system claim 1 , characterized by the following features: 2.1 Elimination of all work with loose securing means such as locking elements and lashings. 2.2 Final securing of each loaded container by extending the devices claim 1 to the four top corner fittings. 2.3 Prepare the settling matrix for the next container by extending the four devices claim 1 . 2.4 Elimination of any securing work for the container in the top position of a stack. 2.5 Larger tolerances in the loading planning of the vertical mass distribution in the container stacks and the applicable stability restrictions of the ship as a result of the more homogeneous distribution of the securing forces in the system.

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