SubscribeFlexibility and innovation is our policy, which means regarding customers, technical problem definitions as challenges; and innovation as the ability to turn these requests into functional products.
For example, a magnetic sight and status detection system for operating overheight frames in a fully automatic terminal (CTA Hamburg) was developed in co-operation with this customer. Other terminals required automatically fixable extensions or specially designed fabrications for overheights up to 4 m.
We have also made developments in the areas of:
- Container handling
- Railway loading
- Intermodal.
- These are a fixed part of the development office's field of activity. But an area that is continually expanding now involves customer-specific problems and finding practical solutions for them.
- The individual steps of different developments mostly proceed according to a very similar pattern;
- A performance specification is drawn up jointly with the customer and forms the basis of further stages.
- Starting points for solutions are worked out within a team and are checked for their plausibility and continue to be developed until a conclusive rough draft can be presented.
- Once the draft has been thoroughly discussed with the customer, and it stands up to critical objections, the design for the prototype is determined.
- The final details of the prototype are determined in a `final´ agreement with the subsequent user.
As early as the construction phase of the prototype, initial testing of individual components takes place; potential improvements are discussed, recorded and if possible,
implemented immediately.
- After completion of the prototype, extensive tests are carried out in practical operation. As well as embracing the customer, relevant technical inspection bodies, such as TÜV (Technical Control Association (authorised body for compulsory inspection of industrial plants and equipment)) trade associations are also involved.
- The findings and results from test operation are implemented so that a representative standard is finally achieved and a product can be launched on the market.
- At trade fairs and via a worldwide network of distribution partners, the new product is then introduced to potential customers, sold and serviced.
- To keep operating expenses low and interruption due to repair work as marginal as possible, emphasis is placed on simple maintenace from an early development stage.
The passenger cage on each narrow side of the mono beam
Eurogate A Case Study
EUROGATE Bremerhaven, a long-standing user of the fully automatic overheith frames and one of our most important customers, commissioned development of an innovative concept for a personnel cage at the beginning of 2001.
The problem that had to be solved in this case was the awkward, and to some degree dangerous, way of opening twistlocks, used to secure containers stacked on deck.
The twistlocks of the upper container levels are opened from the top by means of rods. But because the safe working position from within the conventional cage is awkward, port workers leave the cage and work from the top of containers bending forward to reach the twistlocks below. Almost all accidents resulting from this activity end in fatalities. Hence, unsecured working from the top of containers is strictly prohibited in many countries.
For EUROGATE, the following requirements had to be met:
- Maximum security for workers;
- Ergonomic working position;
- Little space required on the gantry crane;
- No constriction of the gantry crane's portals;
- Easy retaining by each of the existing bridge spreaders;
- Two upper levels of the twistlocks to be reached in one operation with the crane;
- All container dimensions to be operated from 20 to 45. Additional request included:
- No changes to the bridge spreader, if possible;
- No power supply, if possible;
- Storage space for tools.
The cage is small enough to enter the space between 2 container stacks
A mono-beam similar in style to the telescopic overheith frame, which can be extended (from 20, to 45,) passively from the spreader; in the same way as the overheith frame, forms the basis. A passenger cage with protective grating, roof and door opening inwards, is on each narrow side of this monobeam. This cage is sufficiently small to enter the space between 2 containers stacks with a minimum width of 2.5, but provides enough space to offer a pleasant working position.
Each cage is secured on a vertically extendable suspension pole, which can be used to lower the cage by approx. 5 m. For safety reasons, this movement is controlled from within the cage with a two-hand control.
Hydraulic cylinders equipped with safety components are used as brakes and lock for the height position. This allows quick lowering of the cage without being too fast, while any sudden drop of the cage in case of damage to the hydraulic system is prevented. When stopped, a by-pass in reverse travel ensures that the vertically lengthened extension masts can be compressed to their home position.
Following a very brief period (~1 year) for development and construction, the prototype is currently being tested at EUROGATE in Bremerhaven. The working test is naturally carried out under strict monitoring by TÜV and trade associations.
The vertically extendable cage, which will be offered under the name "TPC" after completion of the working test, is used as follows:
The TPC is placed on the landside portal of the gantry crane in its 40' position. Both extension masts are nested. Two port workers enter one cage each and report to the operator of the gantry crane via radio when they are ready.
The operator picks up the TPC with the spreader and places it above the top container on the landside af the ship. The two workers lower their cages to reach the twistlocks of the upper level. They then open the twistlocks of the first, and the landside twistlocks of the second container.
Again via radio, each worker reports to the crane driver when they have finished. The driver then moves the TPC to the third container in the direction of the water. The workers open the waterside twistlocks of container 2, all twistlocks of container 3, and the landside twistlocks of container 4.
This process is repeated until the workers have unlocked the container closest to the waterside. The workers then lower their cages further so that they can reach the second level from the top. As previously from landside to waterside, the workers now stop at the containers from waterside to landside and unlock them successively.
Back on landside, the bridge spreader lifts the TPC into its parking position on the gantry crane. The cages that are now completely extended touch down on the ground of the access platform. The driver of the gantry crane then lowers the spreader, thereby causing the TPC to return to its initial height.
Each cage is secured on a vertically extendable suspension pole, which can be used to lower the cage by approx.5 m.
After the TPC has been safely dropped by the spreader and unlocked, the port workers can exit the cage. During the test phase, (3 months was scheduled), it is intended that further knowledge concerning engineering and application be gained. As a potential option, a power supply from the spreader would, for example, make further functions possible such as:
- Individual raising and lowering at liberty;
- Powering tools for maintenance work;
- Lighting, etc.
Conclusion
We have presented this innovative concept to execute the above tasks on board ships to a broad range of people at various trade fairs and have met with substantial response. The need to ensure the safety of employees despite increasingly faster turnaround times is unmistakably a global issue. With the TPC, we are able to make an essential contribution.