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Container reinforcement operation

Container reinforcement operation

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At the 10th meeting of the International Maritime Organization held in December 1998, the Maritime Safety Committee expressed serious concerns about the dangers of carrying out reinforcement operations at the top of containers. When the containers at dangerous locations are reinforced, they are prone to danger. The organization approved the proposal for personnel safety in container reinforcement operations. The contents of this proposal are now introduced.

I. It is understood that a series of fatal accidents involving crew members and dock workers have occurred in the reinforcement and demolition operations at the top of containers. Although every time working on the top of the container, some measures have been taken to prevent collapse and prevent collapse. However, these measures are very cumbersome. They also slow down the loading and unloading speed of ships and affect the efficiency of use.

Second, conventional reinforcement methods are applied to containers in non-divided format on the deck, which are cumbersome and difficult to operate and can easily lead to accidents and non-fatal personal injuries. Newly developed equipment, such as semi-automatic and dual-function twist locks, can only provide partial protection against hazards. Therefore, the height of the container on the deck cannot exceed four stories and requires a safe working place at the dock for them to use and move.

Third, shipowners and ship designers can guarantee the safety of personnel engaged in container reinforcement at the initial stage of shipbuilding. However, at the initial stage, it is necessary to attach importance to the safety and security of the container, rather than relying on safe operation methods after the ship is built. The current successful vision has the following aspects:

(1) No hatch covers.

The design of these container ships usually has access to fully loaded stacks of pallet guides and generally does not require operation on top of the containers.

(2) Flexibility of container arrangements.

These designs involve deck guide posts on the deck. These box guide posts can be length-changed to accommodate 20-, 40-, or 40-foot containers of varying length currently in use.

(3) Deck box guide posts.

The dash box guidepost means either a no-lid cargo hold or a no-lid cargo ship, but the deck design still has a box guide pillar and a hatch cover. Although the deck box guide pillars have a good safety and reinforcement record, they can also cause some operational inconvenience in the process of loading frequently used containers of different lengths.

(4) These are mobile personnel carriers for the tying crew to catch the twist lock on the top of the container. These are commonly used in container gantry operations that are convenient when they are not dependent on gantry cranes on the shore. Therefore, they can be loaded and unloaded without being affected or causing delays during lashing or unfastening.

(5) Bundle racks.

These are permanently or partially tied up rigs so that the deck twist lock can be accessed without having to climb up to the top of the container.

Fourth, in addition to these alternative arrangements, new concepts need to be implemented if there is more emphasis on container consolidation during the ship design stage than relying on operational methods. If the body is made safer and more effective during the reinforcement process, reducing the loss of the water in the box will provide financial and environmental benefits.

5. Therefore, container ship owners and designers must pay attention to the dangers of box reinforcement operations, and must step up the use and development of a container design security reinforcement system to eliminate the need for crews or dock workers at the top of containers or other similar hazards. The need to operate heavy and bulky reinforcement facilities.