‘loc during roling and transmit them the reinforced ship suet, thus
preventing aay movement ofthe coraines Block,
Transversal elements can be pressure o tension-prestre ype, If tension.
presmure pe is ued on cach side, the horizontal Frc spit ito (Wo and
teach element Bere bal the fre’ one pulling the conainer bosk a the
fter pushing it This Keps the frce on the corer fitings within Timi
Hlwever wher he horizontal forces ae not age, presure elements canbe
‘tied wherein the one on wich ie the ll i, bears the fll ores, while he
‘other remains ide
The arangement of transverse elements may vary actording tothe number
of tiers and stacks and the evalabliy of strong suppor in the shi’
Siruture suchas decks, hrc coamings, frames or longtwdinals. Howevet
Stable ditbuton of frees mut be achieved. Te foundations for te
transversal elements should preferably be of the Mush type so tat
Toadinglnleading operations are not hindered andthe ability 10 fd oer
{pes of cargoes sot compromised. The distance betwecn ihe contain:
‘lock and te ull ttre mst be eeasonably smal (within 13 m) if vot
the sie ofthe transverse elements wil make them dificl to handle Lare
tlement. may sometimes be pemanetly suspended instead of being
Femovable which allows fr beter handing.
“The vantages ofthe wansversal ashing sytem ae: =
TA reduction inthe quantity of fixed and porable lashing equipment
including the elimination of ll agonal lashings.
{Atleast 30% savings n ost 38 compared wih the conventional sytem.
$31 permits the loading of upto sixties in the holds and greater stack
weights.
Easy 1 fit and elimination ofthe problem of positioning of lashings fr
the uppe ers ths educing lashing ime
‘5 Simpliftcaton of the lishing procedure by reducing the number and types
of lashing equipment while allowing for a standardisation of lashing
eauipment
Cellular stem
{nthe celular system, the forces ating on the container are tansmited 12
the hull by means of a steel structure consisting of vertical steel anaes
placed at the four corners ofthe container which keep itn postion. The
0:M WITH REFER SLOTS
ag20 x 120 x 13 mm, sly Aared the
rte and fied with doubler plats the
ted to the tanktop. The
etal stel anges ae generaly
top to facta the entry of contain
oom far strength which ae welded 0
Clearance Between the conser and the cell yides most be miimum to
prevet movement ofthe container im stowage while allowing the contin:
fo te easly Toaded without damaging th cll guides while could rest in
the guides being misaligned. The maximum claances generally adopted
are 25mm alhwvarshps snd 38m fread af
“The verical guides ate connected by’ haizontal transverse and horizontal
fore and aft beams placed tthe eomtainer corer Siting level, These beams
ory the fereesansing out of ling and pitching and transit he 10 he
boundary bulkheads of the fold witout inducing bending moments in the
Jette puidee The design of the sructue and the seating of ach
‘Semon eaulted by analysis ofthe varius foes which each element is
{abject to in accordance with clasifeation society regulations. The fore
oped to cach element must not exesed the permisible stress of the
lem.
‘The problem of losding container of diferent lengths is solved by
‘providing ined cells for 4D container witha removable pane! in the mile
oe 20° nts This panel st be removed and paced athe end ofthe ell
when 240 uit is ade.
“The cel pide system hasbeen tried ut on deck; the system needing tobe
emourtable so that hatch covers ean be opened and a clear area provided
far looting and unloading However due 10 the cost and time spent in
ccscting and demounting it has not found popularity and so aiost all
‘esses wth cll pues m hols use either the conventional or twislook
system for lashing containers on deck.
‘The cel guide system isthe quickest and most prctical way of securing
coniiners. I completly eliminates the use of los tings and requires 29
personnel inthe hold for lashing. The biggest disavantay i that it rests
the versatility ofthe vessel to the caiage of containers only excleding its
diy oer ype fees,
Te overcome this daha denote fel us fr 82
iin en eed nao eh. The es of
sem ar
12eee —
(beat tp be ert 7
i The rigging operation can be done within 8 ‘men
fi, The volume of the components when demountd is about 380m! which
Ske neces eee
ree eso re per container for a fixed cell guide rd
¥ sides can be rij to carry combinations of 20', 35° 40°
ATCHCOVERLESS CONTAINER SHIPS
The hatchcoverless container ship design arose of a need to incense the
argo carrying espaciy of a comtainer ship. This capacity could be creased
nwo ways:
1, Increasing the depth so that more containers could it the olds
2, Inoreasing the numberof containers stowed on deck.
Inreasins the depth ofthe ship result ina grater draft availble to the ship
dnl hones a gieter cargo rying capaci (aihough not a the same
riporton ae 1 the corn Yom for depth as given tn the Load Line
‘Regulations which mcreases te freeboard slightly and reduces the available
Graf). However this neease in daft has cram disadvantages
to dat limitations in certain ports. Practically
Feet much of problem asthe areater cargo capacity is mostly
se Fed by ma ine vessels which cll at major ports where af fot
ei nom where the conaiers ae tanshpped by smal
feeder vessels to minor ports.
1+ The ship will be subjected
aac rrarap noma yesengh mittee ttt
Aan ino tt nny me
‘ea aaa
he
_ Ena a mtn
= AN ty ft ion in stability to an
eit aa rsa
waexten where it may be necessary forthe vessel to take in quid or slid
ballast for an adequate metcentrc height (GM.
‘Ships have increased thei capacity to sch am extent tha the stent and
hence the weit of hatch ever i sch hat fs ow Tne eae ot
ezotomial to ive hse oes by canal ever Hyral sytns
‘As such the ony stable ype oath covers are individual pontoons which
fied ty shore gates. The weight of exh poo sch hat
the maximum iin expacy of mary shore canes To mana the weight
‘whim lity, the sie of the pontons has reduced and the number of
Pontoons per hth has scene. In some large container ships there may
teas many as 60 such pontoons tobe ied off and back on. The ffs of
this an ncrate novel cargo handing time and an ineeased number of|
Contains on deck are expose to racking stresses especially during rolling
and pitching. Many of the larger container ships amy around 8 ters below
decks anders above dock. The deck load is exposed to v saber and must
be adsquutcly lashed which involues expensive. ls material and
twistlock. spite ofthis several container are ofen lost overboard causing.
damage (the ship and increasing the operating cots ofthe shi, reducing
Fetuns and causing concern tothe shipowner and his insurer” The cell
{guide sic which obliterate: the need for container lashing is unsuitable
fon deck due to the need for opening the hatch covers and so is the
transversal lashing system doe to the absence of a strengthened. ship
Structure on deck. The lashing and unlashing of containers involves
substantial workload and cost of labour.
‘The hatcheoverless container ship concept envisages the total elimination of
hatch covers and coamings with a view to overcoming many of the
‘constraints mentioned above, The sides of the ship are extended upwards to
almost the top ofthe topmost container tit. This protests the ship from
entry of seas. The side tanks have the effect ofa rider which provides
strength and pemits a reduction in scanlings. Constutin is simplified
‘because ofthe absence of @ deck, stiffeners, coamings and hatch covers,
The ‘eduction in stel and simplified contruction makes the cost of