EP0701941A2 - Method to convert freighters, and cargo containers for carrying out this method - Google Patents

Abstract

In the cargo hold or holds (41) cargo accommodations (44-50) corresp. to each type of cargo to be carried are installed. They are rectangular in shape and take the form of containers or frames with the basic dimensions - length and width - of a standard 20 ft. container. The accommodations are defined by bulkhead columns opposingly positioned on the face sides of the frames or containers. The lower face sides of the columns connect with an under side of the container or frame. The floor space under the frames or containers is at least partly formed as a ballast tank, with at least one inlet and one outlet for ballast water.

Description

The invention relates to a method for converting a cargo ship, in particular an inland cargo ship, according to the preamble of claim 1. Furthermore, the invention relates to cargo receptacles according to the preambles of claims 4, 5, 8, 10, 13, 16 and 20.

When transporting loads, which may include, for example, piece goods, bulk goods, gases, liquids, machines, vehicles, animals and people in the context of the present invention, corresponding ships, in particular ships with cargo spaces adapted to the respective load, are required. Especially in inland waterway transport, it is often not possible to find a cargo suitable for the respective ship for return journeys. Then there must be costly empty runs be performed. In addition, a full load is often not available for the ship equipped to accommodate the same. Then trips with only a partially loaded ship are necessary, which are also costly.

For decades, cargo receptacles in the form of standardized 20 'and 40' containers have been used for faster and easier handling of goods. These containers are largely standardized. The containers are designed as closed containers, the corners of which have standardized corner fittings with elongated holes for engaging coupling means, in particular coupling pieces in the form of twistlocks. As a result of their standardization, these known containers make it difficult to transport special loads. In many cases the cargo does not fully utilize the volume of the container. This also has a negative impact on transport costs.

Proceeding from this, the object of the invention is to create a method for converting cargo ships and cargo receptacles, which ensures cost-effective transportation which meets the requirements.

A method for solving the problem on which the invention is based has the measures of claim 1. The arrangement of cargo receptacles in the cargo hold (or in the cargo holds) corresponding to the particular cargo makes it particularly easy and quick to convert inland vessels so that they are optimally adapted to the particular cargo. This enables full utilization of the load capacity. The same barge can be converted into a special ship corresponding to the respective load (or the respective loads) within a very short time by using appropriate cargo receptacles. For example, an inland waterway vessel for the transport of general cargo can be converted into an inland waterway vessel for the transport of liquids or gases, the retrofitting being carried out simultaneously with the loading and unloading of the respective ship by using load receptacles adapted to the respective load.

A particularly advantageous development of the method according to the invention provides that the cargo receptacles are held and / or locked in the or each cargo hold of the respective ship by stowage structures (cell structures). The scaffolding scaffolds are usually those that are used in container ships and are connected to the ship. The stowage frames are fastened in or in each loading space and form upright guides for corresponding guides or corners of the load carriers. The stowage structures can be designed such that they guide the load carriers stowed in the loading space or also protrude from the loading space for guidance of stacked load receptacles above the deck level. By appropriately designing all cargo receptacles, namely the cargo receptacles for different loads or people, cargo receptacles of any type can be stowed one above the other and next to one another in the same stowage structure. If the cargo receptacles have the usual container dimensions, the corners of the cargo receptacles are used to guide them in the upright columns of the storage structures. In the case of load receptacles with dimensions of the usual ISO container layout, separate guide means, in particular storage columns, are provided on the load carriers, which bring about adaptation of larger or smaller load receptacles to the stowage frames provided for conventional containers. However, it is also conceivable to place the upright guide pillars of the scaffolding frames in the hold of the ship in such a way that they correspond to the individual dimensions of the load receptacles, regardless of whether the dimensions have commercially available containers.

The stowage of the cargo receptacles within stowage or cell frameworks in the cargo hold and possibly on the deck of ships makes separate stowage of the cargo receptacles unnecessary. By inserting the required, loaded cargo receptacles into the ship, they are inevitably locked in the hold or on the deck of the ship.

A plurality of charge receptacles are usually arranged in the hold or in the hold. According to the invention, these can be both identical charge receptacles for the same charge as well as different charge recordings. In the latter case, different loads can be transported on the same ship. A special-purpose ship then becomes a multi-purpose ship by arranging precisely those cargo receptacles that are required for the respective cargo in the hold. This means that a ship can be fully loaded even if the respective type of cargo alone is not sufficient to fully load the entire ship. The conversion is preferably carried out by loading or unloading the ship with the loaded cargo receptacles.

A charge pick-up to achieve the object on which the invention is based has the features of claim 4. Accordingly, this charge pick-up has a specially dimensioned base area. A first, (shorter) direction of extension of the base corresponds to the dimensions of standardized 20 'containers. In a second direction of extension, the base area is preferably larger than the corresponding dimension of a standardized 20 ′ container. In this way it is possible, by means of a corresponding relative arrangement of the cargo receptacles in the cargo hold (90 ° rotation with respect to the longitudinal axis of the ship), to almost completely fill in cargo holds of different widths from inland navigation vessels, in particular those that are not adapted to the dimensions of standardized containers. It is also possible in this way to carry the cargo receptacles through the loading hatches of inland navigation vessels, which sometimes have restricted dimensions.

A further charge acceptance to achieve the object on which the invention is based has the features of claim 5. Accordingly, opposite end faces of the containers or frames forming the charge receptacle are provided with stowage means. The stowage means serve to stack and connect several load receptacles. In addition, the stowage means serve the handling of the cargo receptacles according to the invention by a Allow connection with hoists of standardized containers (e.g. spreader).

The stowage means are preferably designed as vertically extending stowage columns. The storage columns absorb the forces when the load receptacles are stacked on top of one another and form the grid for the corner fittings arranged at the ends thereof. Between the stowage columns, the load receptacles can be individually designed to adapt to the respective (special) load. In the case of load receptacles whose base area exceeds the base area of a standardized 20 'container, the stowage columns are arranged at opposite ends of the container or frame at a distance from the corners of the container or frame. The distance between the two storage columns and each end corresponds to the width dimension of standardized 20 'containers. This makes it possible to positively guide and hold the cargo receptacles according to the invention in spite of the base surface deviating from standardized 20 'containers on seagoing ships with stowage frames (also called cell scaffolds) adapted to 20' containers.

According to a development of the invention, it is provided that the length of the storage columns is such that they are flush with the underside of the charge receptacles, but preferably protrude from the top of the charge receptacles. Due to the flush closure of the stowage columns with the underside of the cargo receptacles, it is possible to support them over the entire surface of the cargo hold floor of ships, which is thereby loaded flat and not punctiform. The floor of the cargo hold therefore does not need to have any reinforcements as are necessary for containers. The protrusion of the stowage columns from the top of the load receptacles means that when the load receptacles are stacked one on top of the other, the tops thereof, for example, which are provided with lids, remain unloaded and thus do not have to statically bear the load of the load receptacles stacked over lower load receptacles.

A further charge pick-up serving to achieve the object on which the invention is based has the features of the claim 8 on. Accordingly, this charge holder has a watertight and / or buoyant container. The watertight design of the containers has the advantage that the holds in which the load receptacles according to the invention are located do not have to be covered. Furthermore, the cargo receptacles can be temporarily stored outdoors because they serve as storage sheds due to their water resistance.

If the containers are designed to float, the load receptacles can be stored in the harbor basin or the like. Individual or multiple coupled charge receptacles can also be transported floating, for example on rivers. For this purpose, several charge receptacles are preferably connected to form a push or towing unit. Another advantage of the buoyant design of the cargo receptacles is that after an accident, for example, the cargo receptacles float up and form their own small floating bodies which, if the ship sinks, result in the cargo remaining intact, namely not sinking.

The waterproof and buoyant design is particularly suitable for loading loads for people such as living containers. Thanks to their buoyant training, the living containers then form lifeboats in an emergency.

In addition, extendable supports are provided in connection with load receptacles serving as living containers. These supports make it possible to raise the living containers in the hold so far that at least the windows are above the deck. Preferably, the residential containers are raised so far that the threshold of a door is approximately flush with the deck, so that one can get from the deck of the ship without overcoming a significant step through the door into the residential container. Furthermore, it is provided to provide the living container with dampers that prevent the transmission of shocks and vibrations on the ship Prevent housing containers. For this purpose, vibration dampers are expediently integrated in the supports.

A further charge acceptance to achieve the object on which the invention is based has the features of claim 10. Accordingly, a frame or frame parts are provided which make it possible to stack and lift several load receptacles even when loaded. From a large number of load receptacles stacked in this way, a special ship for transporting vehicles, in particular cars, can be formed with little effort.

According to a preferred development of the invention, the opposite end faces of the load receptacles are provided with sufficiently large openings for the passage of motor vehicles. In this way, consecutive cargo receptacles form a carriageway that can optionally extend through the entire hold of the ship.

A further charge acceptance to achieve the object on which the invention is based has the features of claim 13. Accordingly, the bottom of the charge holder is designed so that it can be opened. The floor is preferably divided in the middle in the longitudinal direction of the charge receptacle, so that the roadways running in the longitudinal direction of the charge receptacle can be pivoted away to the side. The floor of the load receptacles thereby opened makes it possible to hoist vehicles which are to be accommodated in other load receptacles through the load receptacle with the floor currently open. This means that the load receptacles can remain in the hold of the respective ship for the complete loading and unloading of a ship with vehicles. The cargo receptacles according to the invention thus make it possible to create a car transport ship in which the cargo receptacles can remain in the hold if the ship is used several times for vehicle transport. It is only necessary to remove the load receptacles from the ship in order to convert the ship for the transport of other goods, which is preferably done together with the unloading of the vehicles.

A further charge acceptance to achieve the object on which the invention is based has the features of claim 16. Accordingly, the charge receptacles are designed such that at least one floor plan dimension can be changed. The plan dimensions can preferably be changed by the stacking columns. For this purpose, two sets of stacking columns are provided, namely four stacking columns that are firmly connected to one another to form a base frame, the dimensions of which are smaller than the dimensions of a standardized 20 'container, and four further stacking columns, which are opposite to the first set of stacking columns in their The position can be changed in such a way that they expand the outer dimensions of the stacking container to the dimensions of a standardized 20 'container. In this way it is possible to reduce the dimensions of the stacking containers for inland waterway transport to a minimum. When transporting the stacking containers on ocean-going ships, which are usually provided with stowage frames for standardized 20'-containers, the dimensions can be changed so that they correspond to 20'-containers and can therefore be stowed in existing stowing structures of sea-going ships.

A further charge acceptance to achieve the object on which the invention is based has the features of claim 20. This load pick-up has a frame with a lifting device. This lifting device is preferably designed in such a way that interchangeable platforms or the like can be raised and lowered with it. This has several advantages: First, the usual supports on the interchangeable beds are no longer necessary. These supports require cumbersome handling, which is not necessary for the load pick-up according to the invention. On the other hand, after being removed from the transport vehicle and being lowered by the lifting device, the interchangeable platforms are surrounded by a stable frame. This frame of the load pick-up makes it possible to move the interchangeable platforms with lifting devices used for container transport and to stack several interchangeable platforms, even if they have an unstable plan structure. The loads of upper swap bodies are then taken from the frame of the cargo receptacles; the interchangeable beds themselves, however, are not charged.

Furthermore, it is provided to assign pressure medium cylinders to the lifting device at least one pressure accumulator. This pressure accumulator absorbs the energy released when the swap body is lowered and stores it. This energy can be reused when lifting the interchangeable platform, so that only a residual energy has to be supplied to lift the interchangeable platform. As a rule, this residual energy is relatively small because it is essentially only energy losses when lowering and restarting the lifting device.

Fig. 1

eine perspektivische Ansicht eines verschiedene Ladungsaufnahmen im Laderaum aufweisenden Binnenschiffs,

Fig. 2

eine erste Ladungsaufnahme in einer Seitenansicht,

Fig. 3

die Ladungsaufnahme der Fig. 2 in Draufsicht bei geschlossenen Deckelluken,

Fig. 4

eine Seitenansicht der Ladungsaufnahme in Blickrichtung IV gemäß der Fig. 3,

Fig. 5

eine Seitenansicht einer zweiten Ladungsaufnahme,

Fig. 6

eine Draufsicht auf die Ladungsaufnahme der Fig. 5,

Fig. 7

einen horizontalen Schnitt durch die Ladungsaufnahme der Fig. 5 und 6,

Fig. 8

eine Seitenansicht der Ladungsaufnahmen der Fig. 5 bis 7 in Blickrichtung VIII gemäß der Fig. 7,

Fig. 9

eine Seitenansicht einer dritten Ladungsaufnahme,

Fig. 10

eine Draufsicht auf die Ladungsaufnahme der Fig. 9,

Fig. 11

eine Seitenansicht einer vierten Ladungsaufnahme mit einem Schnitt durch einen der Ladungsaufnahme zugeordneten Tank,

Fig. 12

eine Draufsicht auf die Ladungsaufnahme gemäß der Fig. 11,

Fig. 13

eine Seitenansicht einer fünften Ladungsaufnahme,

Fig. 14

eine Draufsicht auf die Ladungsaufnahme der Fig. 13,

Fig. 15

eine Seitenansicht in Blickrichtung XV der Ladungsaufnahme der Fig. 13 und 14,

Fig. 16

eine Seitenansicht einer sechsten Ladungsaufnahme,

Fig. 17

eine Draufsicht auf die Ladungsaufnahme der Fig. 16,

Fig. 18

eine Ansicht in Blickrichtung XVIII auf eine Seite der Ladungsaufnahme der Fig. 16 und 17 in hochgefahrenem Zustand,

Fig. 19

eine Seitenansicht analog zur Fig. 16 auf die hochgefahrenen Ladungsaufnahmen der Fig. 16 bis 18,

Fig. 20

eine siebte Ladungsaufnahme im aufgerichteten Zustand und in einer Seitenansicht,

Fig. 21

eine Draufsicht auf die Ladungsaufnahme der Fig. 20,

Fig. 22

eine Seitenansicht analog zur Fig. 20 auf die eingeklappte Ladungsaufnahme,

Fig. 23

eine vergrößerte Einzelheit der Ladungsaufnahme in einer Ansicht gemäß der Fig. 20,

Fig. 24

eine vergrößerte Einzelheit der Ladungsaufnahme in einer Ansicht analog zur Fig. 22,

Fig. 25

eine achte Ladungsaufnahme in einer Seitenansicht,

Fig. 26

die Ladungsaufnahme gemäß der Fig. 25 in einer Draufsicht,

Fig. 27

die Ladungsaufnahme in einer Ansicht gemäß der Fig. 26 bei vergrößerten Außenabmessungen,

Fig. 28

eine neunte Ladungsaufnahme in einer teilweisen (rechten) Seitenansicht,

Fig. 29

die Ladungsaufnahme der Fig. 28 in einer teilweisen Draufsicht,

Fig. 30

eine zehnte Ladungsaufnahme in einer teilweisen (rechten) Seitenansicht,

Fig. 31

eine vergrößerte Einzelheit XXXI der Ladungsaufnahme der Fig. 30,

Fig. 32

die Ladungsaufnahme der Fig. 30 in einer teilweisen Draufsicht,

Fig. 33

eine Seitenansicht einer elften Ladungsaufnahme,

Fig. 34

eine Draufsicht auf die Ladungsaufnahme der Fig. 33,

Fig. 35

eine Ansicht in Blickrichtung XXXV der Ladungsaufnahme gemäß der Fig. 34, und

Fig. 36

zwei aufeinandergestapelte Ladungsaufnahmen in einer Ansicht analog zur Fig. 35.

Preferred exemplary embodiments of the invention are explained in more detail below with reference to the drawing. In this show:

Fig. 1

2 shows a perspective view of an inland vessel having different cargo receptacles in the hold,

Fig. 2

a first charge in a side view,

Fig. 3

2 in top view with closed hatches,

Fig. 4

3 shows a side view of the charge pick-up in viewing direction IV according to FIG. 3,

Fig. 5

a side view of a second charge,

Fig. 6

5 shows a top view of the charge pickup of FIG. 5,

Fig. 7

4 shows a horizontal section through the charge pick-up of FIGS. 5 and 6,

Fig. 8

5 to 7 in viewing direction VIII according to FIG. 7,

Fig. 9

a side view of a third charge,

Fig. 10

9 shows a plan view of the charge pickup of FIG. 9,

Fig. 11

2 shows a side view of a fourth charge holder with a section through a tank assigned to the charge holder,

Fig. 12

11 shows a plan view of the charge pick-up according to FIG. 11,

Fig. 13

a side view of a fifth charge,

Fig. 14

13 shows a plan view of the charge pickup of FIG. 13,

Fig. 15

13 shows a side view in viewing direction XV of the charge receptacle of FIGS. 13 and 14,

Fig. 16

a side view of a sixth charge,

Fig. 17

16 shows a plan view of the charge pickup of FIG. 16,

Fig. 18

16 and 17 in the raised state,

Fig. 19

16 is a side view analogous to FIG. 16 of the loaded receptacles of FIGS. 16 to 18,

Fig. 20

a seventh charge in the erected state and in a side view,

Fig. 21

20 shows a plan view of the charge pickup of FIG. 20,

Fig. 22

20 shows a side view analogous to FIG. 20 of the folded charge holder,

Fig. 23

8 shows an enlarged detail of the charge acceptance in a view according to FIG. 20,

Fig. 24

FIG. 2 shows an enlarged detail of the charge acceptance in a view analogous to FIG. 22,

Fig. 25

an eighth charge in a side view,

Fig. 26

25 in a top view,

Fig. 27

the charge absorption in a view according to FIG. 26 with enlarged outer dimensions,

Fig. 28

a ninth charge in a partial (right) side view,

Fig. 29

28 in a partial plan view,

Fig. 30

a tenth charge in a partial (right) side view,

Fig. 31

an enlarged detail XXXI of the charge acceptance of Fig. 30,

Fig. 32

30 in a partial plan view,

Fig. 33

a side view of an eleventh charge,

Fig. 34

33 shows a plan view of the charge pick-up of FIG. 33,

Fig. 35

a view in the viewing direction XXXV of the charge acceptance according to FIG. 34, and

Fig. 36

two stacked charge receptacles in a view analogous to FIG. 35.

The present invention relates to converting a cargo ship, in particular an inland ship, into one Special ship and to load loads for different goods or people.

1 used to explain the method according to the invention shows (in simplified form) a cargo ship, namely an inland waterway vessel 40. The inland waterway vessel 40 shown has a single cargo hold 41. However, the invention can also be used in cargo vessels with multiple cargo holds. In addition to 20'-containers 42 and 40'-containers 43 there are in the cargo space 41 cargo receptacles 44 for ordinary goods, both bulk goods and piece goods, cargo receptacles 45 designed as cooling containers, cargo receptacles 46 for pressureless absorption of liquids, cargo receptacles 47 for motor vehicles, Load receptacles 48 for pressurized gases and liquids, charge receptacles 49 for interchangeable platforms and charge receptacles 50 for people. Due to the different cargo receptacles 44..50 in the cargo hold 41, the barge 40 can be equipped as a special ship to accommodate different loads. By exchanging the preferably loaded cargo receptacles 44.49, the barge 40 can be converted by converting it to the respective cargo, in particular those loads which have to be transported under special conditions.

In the loading area 41, storage racks, not shown in FIG. 1, are preferably arranged. These scaffolding stands have upright guide columns which are known per se and form guide surfaces for corresponding guides on the load receptacles 44 ... 50. In the case of a ship equipped in this way, the cargo receptacles 44 ... 50 can be stowed easily because they do not have to be connected onboard and / or to one another.

In a departure from the exemplary embodiment shown, it is also possible to design the barge 40 as, for example, a pure tanker. The loading space 41 is then completely provided with charge receptacles 46. If only motor vehicles are to be transported with the same barge 40 at a different time, it can be converted into one Motor vehicle transporter by exchanging the load receptacles 46 for load receptacles 47, this expediently being retrofitted with loaded load receptacles 46 and 47, respectively. As a result of the use of corresponding load receptacles according to the invention, retrofitting takes place automatically during loading and unloading, which is facilitated by at least one stowage frame on board the inland ship 40. The same procedure can be used with the other load receptacles.

In the exemplary embodiment shown, the charge receptacles 44..50 are stacked on two levels one above the other, that is, they protrude above the coaming 51 of the cargo space. The load receptacles 44 ... 50 stacked over the coaming edge 51 are secured by stowage structures that partially protrude from the loading space. In this way, the barge 40 can be loaded until the permissible loading capacity is used. It is not necessary to close the cargo hold 41 because the cargo on inland waterway vessel 40 is only to be protected against rainwater. To this extent, the water-sensitive load, for example grain, is accommodated in the load receptacles 44 in a watertight manner, for which purpose the charge receptacles 44 as well as the charge receptacles 45, 46 and 48..50 are designed to be watertight.

The cargo receptacles 44..46 and 48..50 are both watertight and floatable. These cargo receptacles 44..46 and 48..50 can therefore be stored temporarily in the harbor. It is also possible to move the cargo receptacles 44..46 and 48..50 floating or to transport them further. If necessary, several load receivers 44..46 and 48..50 can be connected to one another to form a towing or pushing unit. The floating design of the cargo receptacles 44..46 and 48..50 furthermore, when the barge 40 sinks (for example after an accident), causes the cargo receptacles 44..46 and 48..50 to float and the cargo does not sink. In the event of an emergency, the cargo receptacles 50 used to hold people form lifeboats at the same time.

2 to 4 show the (first) load receptacle 44, which is a freight container. This charge receiver 44 is used to transport piece goods and bulk goods under normal conditions. The charge receptacle 44 has a cuboid-shaped container 52 with four upright side walls 53, 54 and a bottom wall 55. The upper side has two openings 56 of approximately the same size, each of which can be closed watertight by a pivotable hatch 57. The openings each extend over almost half the surface of the container 52, so that the two opened hatches 57 (FIG. 2) make almost the entire top of the container 52 freely accessible for loading and unloading. In addition, each hatch 57 has a small, also watertight closable hatch 58. This is used to enter the container 52 when the large hatches 57 are not to be opened. Likewise, through the small hatches 58, suction probes for loading and unloading bulk material, for example grain, can be inserted into the container 52. Furthermore, a side wall 54 of the container 52 is provided with a flap 59 which can also be closed watertight. Bulk goods can be unloaded through this flap 59 by lifting the container on the side opposite the flap 59.

The opposite side walls 53 of the container 52 are each assigned two upright stowage columns 60. The storage columns 60 are connected to the outer sides of the side walls 53. Opposite ends of the storage columns 60 are provided in their horizontal end faces with elongated holes 61 which correspond to the elongated holes of standard corner fittings of containers. With the aid of the elongated holes 61, charge receptacles 44 stacked one above the other can be coupled together, preferably by means of conventional coupling pieces (twistlocks). The elongated holes 61 also serve to connect the load receptacle 44 with conventional crane lifting means, for example spreaders. For this purpose, the pitch of the elongated holes 61 of the storage columns 60 is designed so that it corresponds to standard 20 'containers.

The two storage columns 60 of each side wall 53 are arranged at the same distance from the center 62 of the charge receiver 44. The outer distance between adjacent parallel storage columns 60 corresponds to the width of standardized 20 'containers. In this way it is possible to guide and fix the charge receptacles 44 in the stowage structures (cell structures) of container ships at the stowage columns 60.

The lower end faces of the stowage columns 60 are approximately flush with the bottom wall 55 of the respective container 52. In contrast, the upper end faces of the stowage columns 60 protrude from the top of the container 52 so far that an (imaginary) horizontal plane running through the upper end faces of all four stagnation columns 60 lies above the highest elevation on the top of the container 52 (FIGS. 2 and 4). This ensures, on the one hand, that the load receptacles 44 can be brought into full contact with the floor of the cargo hold (that is, a point load on the cargo hold floor is avoided) and, on the other hand, in the case of load receptacles 44 stacked one on top of the other, the weight of the upper charge receptacle (or the upper charge receptacles) is absorbed by the storage columns 60 will and the container 52 remain unloaded in the rest. The corners of the container 52 are provided with spacers 152 which protrude from the top of the hatches 57 and which end approximately flush with the imaginary plane through the upper end faces of all four storage columns 60. These storage columns prevent the stacked charge receptacles 44 from tipping over.

The base area of the charge receptacle 44 is dimensioned in a special manner according to the invention. The width thereof, namely the distance between the parallel side walls 53 plus the walls of the storage column 60 attached to each side wall 53, corresponds in sum to the length of a standardized 20 ′ container. In contrast, the length of the charge receptacle 44, namely the distance between the side walls 54, is greater than the length of a standardized 20 'container, namely by up to 25%. In the exemplary embodiment shown, the maximum width is 6,058 mm (corresponding to the length of a standardized 20 ′ container), while the length is 7,200 mm. If the charge pickup 44 is stowed with the stowage columns 60 in a cell frame for 20 'containers, three adjacent stowage spaces for 20' containers are almost completely filled due to the (greater) length of the charge receptacle 44. The charge absorption according to the invention can therefore be accommodated in a space-saving manner in conventional cell frameworks for standardized 20 'containers. Furthermore, the special base surface configuration of the cargo receptacle 44 has the result that, depending on the relative position with which the cargo receptacle 44 is inserted into the cargo hold 41 of the inland ship 40, cargo holds of inferior ships 40 of different widths can be almost completely filled. In the illustration in FIG. 1, the charge receptacle 44 is inserted into the loading space 41 in such a way that the side walls 54 run parallel to the longitudinal direction of the ship. In the case of an inland waterway vessel with a narrower cargo space, which usually corresponds to at least the length of a standardized 20 'container, the cargo receptacle 44 can be inserted into the cargo space in a position rotated by 90 ° in relation to the illustration in FIG. 1. The side walls 53 would then run parallel to the longitudinal direction of the ship.

5 to 8 show a charge receptacle 45 which is designed as a cooling container 63. With regard to the dimensions and the structure, the charge holder 45 corresponds to the charge holder 44. This applies in particular to the outer dimensions of the charge holder 45 and the stowage columns 60.

In contrast to the charge receptacle 44, the walls of the cooling container 63, namely the side walls 53, 54, the bottom wall 55 and the hatches 64 having no small hatches 58 here, are provided with insulation. For this purpose, the cooling container 63 is double-walled, a highly effective insulating agent being arranged between the walls (inner wall and outer wall), which ensures effective insulation even with the smallest wall thickness.

Opposing end walls 54 are each provided with a central opening that extends over the entire height of the respective side wall 54 and through a double-winged, insulated door 65 can also be closed. The width of the door 65 is selected such that forklifts with a standardized pallet 66 can drive on the cooling container 63. Furthermore, the internal dimensions, in particular the ratio between the width of the opposite side walls 53 and the length between the side walls 54, are selected such that the inner surface of the cooling container 63 can be almost completely covered with standardized pallets 66 (FIG. 7).

One of the two side walls 53 is offset inwards relative to a frame 67 stabilizing the cooling container 63 (FIG. 7). This creates space for a cooling unit 68, only shown symbolically, for temperature control of the interior of the cooling container 63. The cooling unit 68 is integrated into the charge receptacle 45 by the arrangement in the free space between the side wall 53 and the frame 67 or the storage columns 60 and thereby in front of the outside Damage protected. It is also conceivable to replace the cooling unit 68 with a heating unit if the interior of the charge holder 45 is to be heated.

9 to 12 show charge receptacles 48 designed as tank containers. Pressure tanks are arranged in a three-dimensional, cuboid frame 69. 9 and 10 show an embodiment of the charge holder 48, in which three cylindrical pressure tanks 70 are fastened in the frame 69. In contrast, the charge receptacle 48 of FIGS. 11 and 12 is provided with a single pressure tank 71 which is formed from two mutually connected tank halves (FIG. 11). The pressure tank 71 is double-walled and provided with insulation between the outer and inner walls (FIG. 11). As a result, the pressure tank 71 is particularly suitable for holding cooled liquid gas.

The frames 69 of the same design in the load receptacles 48 (FIGS. 9 to 12) have rigidly connected horizontal and vertical struts. The outer dimensions of the frame 69 correspond to those of the load receptacles 44 and 45. Furthermore, opposite sides 72 of the frame 69 provided with two upright stowage columns 73. The storage columns 73 correspond in terms of their dimensioning and arrangement on the frame 69 to the storage columns 60 of the charge receptacles 44 and 45. As a result of such identical external dimensions of the charge receptacles 48 and the charge receptacles 44 and 45, it is possible to stack charge receptacles 48 on charge receptacles 44 and 45.

13 to 15 show a charge receptacle 46, which is also designed as a tank container. This tank container is intended to hold liquids that are not under pressure. The charge holder 46 has a frame 74 which corresponds to the frame 67 of the charge holder 48. The cuboid space spanned by the frame is completely filled by a cuboid tank 75. This tank 75 is formed from upright side walls and horizontal top and bottom walls. It is possible to divide the tank 75 into several connected tanks by partitions in its container. A top wall 76 of the tank 75 is provided with access hatches 77, vents 78 and connections 79 for filling and emptying the tank 75. Opposite (large) sides 80 of the frame 74 are each assigned two storage columns 81. The storage columns 81 correspond to the storage columns 73 and 60 of the other charge receptacles 44, 45 and 48. This in turn makes it possible to stack and connect charge receptacles 46 together with other charge receptacles.

16 to 19 show a load receptacle 50 designed as a residential container. The residential container serves to accommodate people who can be, for example, passengers. By arranging such living containers in the hold, the barge 40 shown in FIG. 1 can be converted into a residential or passenger ship.

The outer dimensions of the housing container correspond to those of a standardized 20 'container. For this purpose, the living container has an outer stiffening frame 82, which is provided with conventional corner fittings 83 at its corners. Upright side walls are located between the struts of the stiffening frame 82 84 and end walls 85. At the top there is a top wall 86. The floor of the living container is designed as a double floor and has a first (upper) bottom wall 87 and a second (lower) bottom wall 88 running parallel to it at a distance the living container is provided with a living space 89 and a floor space 90 arranged underneath. In the simplest case, the floor space 90 is designed as a ballast tank for ballast water. For this purpose, inlet openings (not shown) and lateral outlet openings 91 for ballast water are arranged in the second bottom wall 88 and below the bottom wall 87. In the exemplary embodiment shown here, the inlet openings and / or outlet openings 91 are permanently open. If necessary, they can also be closable. Furthermore, supply devices (for example a heating unit) for the living room 89 and storage spaces (for example water tanks) can also be arranged in the floor space 90. This part of the floor space 90 is then watertight, so that only the remaining floor space serves as a ballast tank.

A door 92 is located in a side wall 84. Furthermore, one or more side walls 84 and / or end walls 85 can be provided with windows 93. The top wall 86 is provided with an exit hatch 94 and a skylight 95. Furthermore, the top wall 86 is surrounded by a circumferential rail 96. The entire living room 89, that is to say in particular the door 92, the windows 93, the exit hatch 94 and the skylight 95 are designed to be watertight.

In the case of the charge receiver 50 shown here, upright corner columns 97 of the stiffening frame 82 are designed to be telescopic. For this purpose, an extendable inner column 98 is arranged in the corner columns 97. The free lower end of each inner column 98 carries the lower corner fitting 83 of the stiffening frame 82. In addition, each inner column 98 is provided with a damping element, in particular a vibration damper 99, which is located above the lower corner fitting 83. The extended inner columns 98 (FIGS. 18 and 19) make it possible to hold the charge 50 in the loading space 41 of the Inland barges 40 (Fig. 1) to go up so far that at least the windows 93, preferably also the door 92, are above the coaming 51 and thus the windows 93 allow a clear view to the outside and the door 92 allows access to the deck. The vibration dampers 99 ensure that the living space 89 of the cargo receptacles 50 is isolated from vibrations of the ship, for example by the engine and shaft system. The water ballast in the floor space 90 leads to a stable floating position of the charge receptacle 50 when, for example, it is floating in the water on a sunken ship. This eliminates the risk of the charge holder 50 capsizing. The charge holder 50 thus also serves as a reliable means of rescue in an emergency

20 to 24 show a load receptacle 47 designed as an auto transport frame. This load receptacle 47 has a rigid, rectangular base frame 100, at the corners of which stacking columns 101 are pivotably articulated. In the unfolded state (FIG. 20), the stacking columns 101 run perpendicular to the floor frame 100. The stacking columns 101 are locked in this position by obliquely directed struts 102, which run in vertical planes through parallel longitudinal members 103 of the floor frame 100. A lower end of each strut 102 is pivotally connected to a tilt joint 104 on the longitudinal beam 103. At the opposite upper end, each strut 102 is detachably connected to an upper, free end 105 of the respective stacking column 101.

In order to lift the load receptacle 47 with a vehicle, if appropriate arranged thereon, in particular a car, the connection of the struts 102 to the stacking columns 101 can be released and pivoted into the position shown in broken lines in FIG. 20. The free ends of all struts 102 directed towards one another can then be connected to one another by a suitable means to form a central lifting means for a hoist. Furthermore, after the struts 102 have been detached from the stacking columns 101, it is possible to fold over both the stacking columns 101 and the struts 102 into a parallel position above the longitudinal members 103, whereby empty charge receptacles 47 can be reduced in size to save space (FIG. 22).

Coupling plates 108 are provided on the underside of the floor frame 100 at the corners between the longitudinal beams 103 and the cross beams 106 connecting them with elongated holes 107 in accordance with the corner fittings of standardized containers (FIGS. 23, 24). Two further clutch plates 108 are assigned to each stacking column 101. A coupling plate 108 covers the upper free end face of each stacking column 101. Another coupling plate 108 is attached to the outer face of the base frame 100 laterally attached to an end facing the base frame 100 of the respective stacking column 101, in such a way that the center of the elongated hole 107 runs through a tilt axis 109 with which the respective stacking column 101 is pivotable on Floor frame 100 is attached (Fig. 23). Due to the coupling plates 108 and their special arrangement, it is possible to close the charge receptacles 47 with coupling elements both in the use position of the stacking columns 101 (FIG. 23) and in the folded position of the stacking columns 101 (FIG. 24) connect.

According to the invention, each charge receptacle 47 is provided with a base which is split and foldable in the middle in its longitudinal direction 110. The floor is formed from two identical floor halves 111, which are pivotally connected to the longitudinal beams 103 of the floor frame 100 by their outer edges facing away from the dividing line running in the longitudinal direction 110.

The bottom of each charge receptacle 47 is essentially formed from two parallel lanes 112 which run continuously in the longitudinal direction 110 of the charge receptacles 47. The distance between the lanes 112 corresponds approximately to the lane width of the vehicle to be loaded with the load receptacle 47, in particular a car. When the floor is closed, the lanes 112 lie in a common horizontal plane which coincides approximately with the plane of the floor frame 100. Each lane 112 is on opposite ends firmly connected with a cross strut 113. In addition, two cross bars 114 running parallel to one another are arranged in the central region of the lanes 112. The cross struts 113 and cross bars 114 are pivotally connected at their outer ends to the longitudinal beams 103 of the floor frame 100. When the bottom is closed, the mutually directed ends of the cross struts 113, which extend approximately over half the width of each load receptacle 47, rest on a support plate 115 centrally fastened to the inside of the respective cross member 106 (FIG. 21). The mutually facing end faces of the cross bars 114 lie directly opposite one another when the bottom is closed. In this position, they are rigidly coupled together by releasable connecting means. The connecting means can be, for example, cross bars 116 which are only shown in a hint (FIG. 21).

The cross bars 114 are hollow. They consist of flat rectangular tube profiles. Forks of a forklift can move into the interior of these rectangular tubular profiles, as a result of which the load receptacles 47 can be lifted by a forklift on the crossbars 114 even when loaded.

The lanes 112 are interrupted by the crossbars 114 in that the lanes 112 are formed from individual sections which are connected at their end faces to the edges of the crossbars 114. Wedges 117 are arranged on opposite edges of the cross bars 114, which facilitate driving over the cross bars 114, which are higher than the top of the lanes 112. At the same time, the wedges 117 serve to stiffen and reinforce the connection between the cross bars 114 and the lanes 112.

When the load receptacles 47 are empty, the bottom halves 111 can be opened in the center, so that they are located in vertical planes above the longitudinal beams 103. As a result, the bottom of the charge receptacle 47 is open. When the load receptacles 47 are stacked one on top of the other, the unfolded floor halves 111 provide access to the lower load receptacles 47 can thus be loaded and unloaded from above through stacked empty load receptacles 47. With the load receptacles 47 designed in this way, a vehicle transport ship can be formed, in which - while it is used for vehicle transport - the stacked load receptacles 47 can remain for loading and unloading.

25 to 27 show a charge holder 118 which is also used for vehicle transport. In its basic structure, the charge holder 118 corresponds to the charge holder 47 described above. For this reason, the same reference numerals are used for the same parts.

The charge receptacle shown here cannot be folded. Accordingly, it has stacking columns 119 rigidly connected to the floor frame 120. Furthermore, the charge receptacle 118 shown here has a solid, one-piece floor. In contrast to the charge receptacle 47, the bottom cannot therefore be opened. Nevertheless, it is also conceivable to provide the charge receptacle 118 shown here with a hinged bottom.

The charge receptacle 118 is dimensioned such that the corners of the stationary stacking columns 119 form a cuboid which is shorter and narrower than a standard 20 'container with regard to the dimensions of the base areas. However, the height of the load receptacle 118, that is to say the stacking columns 119, corresponds to the height of standardized 20 ′ containers.

The peculiarity of the charge holder 118 shown here is that it has a second set of four stacking columns 121. The stacking columns 121 run parallel to the stacking columns 119, the position of the stacking columns 121 relative to the stacking columns 119 being variable such that the stacking columns 121 are within the region of the base area delimited by the stacking columns 119 at the corners (FIG. 26) or outside of the latter of the stacking pillars 119 outlined base area, in such a way that the stacking pillars 121 outline a base surface that the base surface of a standardized 20'Containers corresponds. In this way, the charge holder 118 with the grid of a 20 ′ container can be converted into a charge holder 118 with a smaller grid.

The stacking columns 121 can be pivoted on a partial circular path around the stacking columns 119 while maintaining their vertical orientation (parallel to the stacking columns 119). For this purpose, each stacking column 121 is provided with two pivot arms 122 arranged at its opposite ends. Free ends of the swivel arms 122, which are directed away from the respective stacking column 121, are connected by means of a vertical swivel axis 123 to longitudinal beam sections 124 running in the longitudinal direction of the charge holder 118.

The load receptacle 118 has cross members 106 connected by the lanes 112. In contrast to the load receptacle 47, there are no continuous longitudinal members. Instead, there are only longitudinal beam sections 124, the length of which is dimensioned such that laterally open storage spaces 125 are formed between the transverse bars 114 here, in which the stacking columns 121 are accommodated in the pivoted-in state, that is to say the reduced load receptacle 118 (FIG. 26).

28 and 29 show a further load holder 126 for holding vehicles (for example cars). The charge receptacle 126, like the charge receptacle 47, can be collapsed and therefore has collapsible stacking columns 127. These stacking columns 127 are located on a grid which, like the charge receptacle 118, is smaller than a standardized 20 'container. A second set of stacking columns 128 is again available to adapt this charge receptacle 126 to the grid size of standardized 20 ′ containers. These stacking columns 128 can be pivoted about a vertical pivot axis 129 on a partial circular path around the stacking columns 127 (FIG. 29). In contrast to the charge holder 118, the pivot axes 129 are assigned to the cross members 131 in the charge holder 126 shown here. As a result, the stacking columns 128 with their swivel arms 130 are in vertical planes can be pivoted through the cross members 131 (cf. dashed illustration in FIG. 29).

30 to 32 show a further charge holder 153 for receiving vehicles such as cars. The charge holder 153 corresponds in terms of its individual components and mode of operation to the charge holder 126 of FIGS. 28 and 29. The same reference numbers are used for the same parts. The charge holder 153 also has four stationary stacking columns 127 and four movable stacking columns 128. The stacking columns 128 are in turn pivotable about vertical pivot axes 154 on a partial circular path around the stacking columns 127 (FIG. 32). In contrast to the charge receptacle 126 of FIGS. 28 and 29, the pivot axes 154 in the charge receptacle 153 shown here are assigned to the fixed stacking columns 127, namely lie approximately on the longitudinal central axis thereof (FIG. 32). The free ends of the swivel arms 130 are accordingly mounted on or in the fixed stacking columns 127. The length of the swivel arms 130 is dimensioned such that when the swivel arm 130 is swiveled out and limited by corresponding stops (not shown) in the maximally swiveled position, the stacking columns 128 are located on a grid of standardized 20 ′ containers (FIG. 32).

The longitudinal members 155 of the charge holder 153 are designed in a special way. This is because these side members 155 have a continuously U-shaped profile (FIG. 31). The dimensions of the U-shaped profile of the longitudinal beams 150, which is open at the top, are selected such that the stacking columns 127 and the struts 102 are accommodated here when the load holder 153 is folded up. In addition, the U-shaped longitudinal members 155 stabilize the load receptacles 153. The charge receptacles described above, in particular the charge receptacles of FIGS. 20 to 29, can also be provided with U-shaped longitudinal members. It is also conceivable as a modification of the exemplary embodiments shown to provide the longitudinal beams with other cross sections, for example L-shaped or double T-shaped cross sections.

33 to 36 show a charge receptacle 49 for swap bodies of vehicles, which can be swap bodies 132, for example. This charge holder 49 fulfills several functions. On the one hand, it has a three-dimensional support frame 133 which surrounds the interchangeable platform 132 and thus makes it possible to stack several interchangeable platforms 132 indirectly one above the other. On the other hand, the load receptacle 49 has an integrated lifting device 134, with which the interchangeable platforms 132 can be lifted off the vehicle and lowered after the vehicle has moved away onto the floor 135 of the charge receiver 49. In this way, the otherwise customary support of the interchangeable platforms 132 with their own is dispensed with Support. By lowering the interchangeable platform 132 onto the floor 135 of the load receptacle 49, there is no longer any unused space under the interchangeable platform 132 during transport.

The bottom 135 of the support frame 133 is formed by two parallel, outer carriageway supports 136. Four upright storage columns 137 are connected to the outer sides of the two carriageway supports 136. Free, upper end regions of two storage columns 137 located on one side are each connected by a longitudinal beam 138. A diagonal strut 139 runs between the respective longitudinal beam 138 and the floor 135. Furthermore, the end faces 140 of two stowage columns 137 assigned to opposite carriageway beams 136 are connected by a cross strut 141. This connection of the cross struts 141 to the end faces 140 of the respective storage columns 137 takes place releasably, so that when the cross struts 141 are removed, the charge receptacle 49 can be passed freely in the longitudinal direction 144 without any height limitation.

The dimensions of the support frame 133 are chosen so that they go beyond the dimensions of a standardized 20 'container in terms of the floor plan. However, the height of the support frame 133 corresponds to the height of a 20 'container. The top of the cross struts 141 and the bottom of the carriageway supports 136 are provided with coupling plates 142 which Have elongated holes 143. The elongated holes correspond to the elongated holes in corner fittings of standardized containers. The coupling plates 142 are slightly offset inwards relative to the outer sides of the support frame 133, so that the elongated holes 143 lie on the corner points of corner fittings of standardized 20 ′ containers due to a corresponding distance in the longitudinal direction 144 of the support frame 133 (FIG. 34).

The lifting device 134 has a support pin 145 assigned to each storage column 137. The respective support pin 145 runs horizontally in a direction transverse to the longitudinal direction 144 through the corresponding storage column 137 (FIGS. 35 and 36). In an elongated slot 146, the respective support bolt 145 is guided up and down in the corresponding storage column 137 (FIG. 33). Furthermore, each support pin 145 is displaceable relative to its horizontal longitudinal axis in the slot 146 of the respective storage column 137. As a result, the support pin 145 can be brought into engagement with a corresponding fitting 147 on the underside of the interchangeable platform 132 (FIG. 35).

Each support bolt 145 hangs on one end of a pressure medium cylinder 148 arranged in the interior of the respective storage column 137. An opposite end of the pressure medium cylinder 148 is connected to the end face 140 of the corresponding storage column 137 (cf. left storage column 137 in FIG. 35). The pressure medium cylinders 148 are connected to one or more pressure accumulators. These store the energy released when the respective interchangeable platform 132 is lowered, which energy can thus be reused when the interchangeable platform 132 is later raised.

A vehicle with an interchangeable platform 132 moves along the carriageway carrier 136 with the transverse struts 141 pivoted away into the support frame 133 of the load receptacle 49. The fittings 147 of the interchangeable platform 132 are placed between the support bolts 145 pushed apart. The support bolts 145 are then pushed into the fittings 147, after which the lifting device 134 is connected by the support bolts 145 to the interchangeable platform 132. Now from the Pressure medium cylinders 148 move the support bolts 145 up and thus the interchangeable platform 132 is lifted off the vehicle. After the vehicle has moved out of the support frame 133, the interchangeable platform 132 is lowered by lowering the support bolts 145 and the pressure medium cylinders 148 with their base 149 on the base 135, namely the roadway supports 136, of the support frame 133. The upper side 150 of the interchangeable platform 132 is now located below an imaginary connecting line of the end faces 140 of the storage columns 137 (FIG. 36). Thereafter, two storage columns 137 are connected to one another by the cross struts 141, as a result of which the complete interchangeable platform 132 is surrounded by the support frame 133 of the load receptacles 49. Interchangeable platforms 132 accommodated in such load receptacles 49 can then be stacked, the load of the upper interchangeable platform 132 and the load holder 49 being taken up by the support frame 133 of the lower load holder 49 (FIG. 36). In addition, the stacked load receptacles 49 can be connected by means of suitable coupling elements, for example twistlocks 151 commonly used for connecting containers, with the aid of their elongated holes 143 lying one above the other.

Reference symbol list:

40

Barge

41

Hold

42

20 'container

43

40 'container

44

Charge absorption

45

Charge absorption

46

Charge absorption

47

Charge absorption

48

Charge absorption

49

Charge absorption

50

Charge absorption

51

Coaming

52

container

53

Side wall

54

Side wall

55

Bottom wall

56

opening

57

hatch

58

little hatch

59

flap

60

Reservoir

61

Long hole

62

center

63

Cooling tank

64

hatch

65

door

66

palette

67

frame

68

Cooling unit

69

frame

70

Pressure tank

71

Pressure tank

72

page

73

Reservoir

74

frame

75

tank

76

Top wall

77

Boarding hatch

78

Venting

79

Connection

80

page

81

Reservoir

82

Stiffening frame

83

Corner fitting

84

Side wall

85

Front wall

86

Top wall

87

first floor wall

88

second floor wall

89

Living room

90

Floor space

91

Outlet opening

92

door

93

window

94

Exit hatch

95

Skylight

96

Railing

97

Corner pillar

98

Inner column

99

Vibration damper

100

Floor frame

101

Stacking column

102

strut

103

Side member

104

Tilt joint

105

free end

106

Cross member

107

Long hole

108

Clutch plate

109

Tilt axis

110

Longitudinal direction

111

Bottom half

112

lane

113

Cross strut

114

Querholm

115

Platen

116

Crossbar

117

wedge

118

Charge absorption

119

Stacking column

120

Floor frame

121

Stacking column

122

Swivel arm

123

Swivel axis

124

Side member section

125

Storage space

126

Charge absorption

127

Stacking column

128

Stacking column

129

Swivel axis

130

Swivel arm

131

Cross member

132

Swap body

133

Support frame

134

Lifting device

135

ground

136

Roadway girder

137

Reservoir

138

Side member

139

Diagonal strut

140

Face

141

Cross strut

142

Clutch plate

143

Long hole

144

Longitudinal direction

145

Supporting bolt

146

slot

147

fitting

148

Pressure cylinder

149

ground

150

Top

151

Twistlock

152

Spacer

153

Charge absorption

154

Swivel axis

155

Side member

Claims (22)

Method for converting a cargo ship, in particular an inland ship, into a cargo ship for different loads, characterized in that in a cargo hold (41) or in cargo holds corresponding cargo receptacles (44, 45, 46, 47, 48, 49 , 50) can be arranged. Method according to Claim 1, characterized in that at least some of the load receptacles (44, 45, 46, 47, 48, 49, 50) are secured or held in stowage structures, preferably in the stowage area (41). Method according to claim 1 or 2, characterized in that in the loading space (41) a plurality of Load receptacles (44, 45, 46, 47, 48, 49, 50) are arranged for different loads and are preferably secured in storage racks. Load pick-up for the transport of goods in particular on land and water vehicles, with a cuboid-shaped container and / or frame, in particular according to one or more of claims 1 to 3, characterized in that the frame (67, 69, 74) or container (52 , 63) corresponds to a (standardized) 20 'container with respect to a first floor plan dimension (length or width), whereas the (second) floor plan dimension is larger or smaller than the (first) floor plan dimension. Loading for the transport of goods and / or people on land and / or water vehicles, in particular according to claim 4, characterized in that opposite end faces of the frame or container are provided with stowage means, which are preferably designed to correspond to a stowage frame, the Damming means are preferably designed as vertically extending stagnation columns (60, 73, 81, 137) or stacking columns (101, 119, 121, 127, 128). Charge pick-up according to one or more of claims 1 to 5, characterized in that the lower end faces of the storage columns (60, 73, 81) are flush with an underside of the containers (52, 63) or frames (67, 69, 74). Load pick-up according to one or more of claims 4 to 6, characterized in that the distance between the outer sides of the storage columns (60, 73, 81) on opposite end faces of the containers (52, 63) or frames (67, 69, 74) of the ( standardized) length of 20 'containers. Load pick-up for the transport of goods and / or people on land and / or water vehicles, in particular according to one or more of claims 1 to 7, characterized by a waterproof and / or buoyant trained container (52, 63) or living space (89), the container or living space (89) being surrounded by an outer stiffening frame (82) with the dimensions of standardized 20 'containers and preferably for receiving in storage scaffolding. Load pick-up according to claim 8, characterized in that a floor space (90) below the container or living space (89) is at least partially designed as a ballast tank, in particular has at least one inflow and one outflow for ballast water. Load pick-up for transporting in particular motor vehicles on preferably water and / or land vehicles, in particular according to one or more of claims 1 to 9, characterized by means (stacking columns 101, 119, 121, 127, 128) for stowing load pick-ups (47, 118, 126). Charge pick-up according to claim 10, characterized in that the means are stackable columns (101, 127). Load pick-up according to claim 11, characterized by a rigid floor frame (100) to which the stacking columns (101, 127, 128) are pivoted. Load pick-up, in particular according to one or more of claims 10 to 12, characterized by a base frame (100) with a base that can be opened. Load pick-up according to claim 13, characterized in that the base has two base halves (111) which can be opened and closed in opposite directions. Load pick-up according to claim 13 or 14, characterized in that the floor has two parallel lanes (112), each lane being assigned to a foldable floor half (111). Charge acceptance, in particular according to one or more of claims 13 to 15, characterized by at least one changeable floor plan dimension. Load pick-up according to claim 16, characterized in that the basic grid dimension of the corner points formed by stacking columns (119, 121 or 127, 128) is variable. Charge pick-up according to claim 16 or 17, characterized by two sets of four stacking columns (119, 121 or 127, 128), preferably one set of stacking columns (119, 127) with respect to its pitch dimension being arranged on the floor frame (100) and a second Set of stacking columns (121, 128) is articulated on the base frame (100) with respect to its grid size. Load pick-up according to claim 18, characterized in that the collapsible stacking columns (121, 128) in the folded state lie within the space spanned by the stacking columns (119, 127) of the first set, which is smaller than a 20 'container, preferably at unfolded stacking columns (121, 128), the corner points of these stacking columns (121, 128) span a space that corresponds approximately to a 20 'container. Load pick-up for transporting, in particular, swap bodies or the like on, for example, watercraft, in particular according to one or more of claims 1 to 19, characterized by a support frame (133) with at least one lifting device (134). Load pick-up according to claim 20, characterized in that the lifting device (134) has a coupling device (carrying pin 145) assigned to each upright storage column (137) of the supporting frame (133) for releasable connection to the interchangeable platform (132) or the like. Load pick-up according to claim 20 or 21, characterized in that the lifting device (134) has a lifting element (pressure medium cylinder 148) assigned to each coupling means (support bolt 145) for moving the respective coupling means (support bolt 145) up and down relative to the corresponding storage column (137), each lifting element is preferably designed as a pressure medium cylinder (148) to which at least one pressure medium storage device is assigned.

Images