Device and method for securing containers on ships

Abstract

Containers are currently generally stowed and secured on the deck of container ships by stacking them up to 13 containers high, side by side, lengthwise. The containers in the stack are connected to each other and to the ship below using locking pieces to ensure a tensile strength. These independent stacks are extremely susceptible to tipping in rough seas and, to prevent excessive tensile and compressive loads in the lower section, must be additionally lashed diagonally to the deck and to so-called lashing bridges at their narrow ends with lashing bars to prevent excessive tensile and compressive loads in the lower section. The system is susceptible to errors in execution, particularly errors in the vertical weight distribution within the stacks. This often leads to damage and loss.To avoid the risk of the stacks tipping over and the high transfer forces, in the new system each individual container in the stack is secured by four securing devices, which transfer the transverse forces generated by sea conditions directly to securing bridges. These securing 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 platforms from which the securing devices are extended (activated) or deactivated before unloading. The new securing system is more error-resistant than the current system and easier to operate due to the elimination of loose securing elements. It can be used on container ships of any size, preferably on newbuilds.

Description

[0001] 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

[0002] To this day, containers are generally stowed lengthwise next to one another on the deck of container ships, or more precisely on the pontoon hatch covers, in so-called stowage bays. The containers are stacked in independent stacks of up to 13 containers high. In these stacks, the containers are vertically connected to each other at the corner fittings with locks. The bottom container in each stack is firmly attached to the respective hatch cover with similar locks. This method of stowing in independent stacks replaced the original block stowage method with cross-connecting elements between the stacks decades ago for various reasons.

[0003] These stacks, which can reach up to 33 m in height and have a base width of just 2.26 m across the aisle, are subject to enormous tilting moments when the ship rolls in rough seas. These moments lead to unacceptably high tensile and compressive forces in the locking mechanisms and corner fittings, as well as to shear deformation of the containers themselves. Therefore, for stacks over four layers high, additional lashings in the form of steel bars must be placed on the ends of the bottom layer, usually in a crosswise pattern, and pre-tensioned with turnbuckles. For stacks over six layers high, the second layer and, depending on the planned total stack height, additional layers must also be secured in this way.

[0004] This securing in higher container tiers is achieved with the help of so-called lashing bridges. These are scaffolds firmly attached to the ship's hull at the ends of the container stacks, with working platforms from which the heavy physical work of lashing and unlashing is performed. The minimum width of these work surfaces is based on a recommendation from the IMO (International Maritime Organization, a sub-organization of the UN). In addition, there are working distances on both sides for attaching the lashing rods, so that in practice the distance between the ends of consecutive bays is between approximately 2.8 m and 3.2 m. This information is important for the assessment of the invention described below.

[0005] 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 cantilevers that are subjected to considerable transverse forces when sailing in rough seas. Because this exceeds the strength of the connecting elements within the stack and below the ship, as well as the containers themselves, additional tension elements (lashings) must be installed up to approximately half the height of the stacks, which are attached to fixed scaffolds provided for this purpose. Security weaknesses

[0006] 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 responsible for the ship and is made available to the ship's command in the form of sample loading cases in the official cargo 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 weight gradation in the stacks according to the principle: heavy containers at the bottom, light containers at the top. In practice, the following common problems arise: The vertical weight gradations in the stacks contained in the model loading cases are not always sensibly adhered to when the weights deviate, resulting in the possible overloading of the stack securing devices in bad weather at sea. Individual containers are heavier than stated in the shipping documents and can also overload the stack securing devices if they are stowed too high. The acceleration assumptions underlying the model loading cases can be exceeded if the stability of the ship is greater than intended for the model loading cases. 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 cause the tensile connection of stacked containers to fail.The static indeterminacy of securing with locking elements on the one hand and additional lashings on the other can lead to overloading of one or the other of the two components due to the large forces acting on them. The dynamic behavior of the tall stacks (whiplash effect) and impacts from neighboring stacks are unpredictable and can practically not be taken into account. Other features of the current security system

[0007] Further features of the current security system are briefly listed here insofar as they serve to assess the invention described in the following text. The current securing system on the largest container ships requires almost 60,000 moving parts in the form of connecting elements, lashing rods, and turnbuckles, which must be properly managed, used correctly, and maintained. To insert or remove the connecting elements, each container being loaded or unloaded on deck must briefly hang above the quay for manual access. This inherently delays the handling process. The aforementioned connecting elements are either fully automatic locks or semi-automatic twistlocks. If semi-automatic twistlocks are used, they must be unlocked manually using long rods before the containers are unloaded. The additional work of attaching or removing the heavy lashing rods and turnbuckles costs port laytime and is prone to accidents. The upper container levels above the lashing bridge area are inaccessible. This makes targeted firefighting, e.g.with the fire-fighting lance prescribed for local container fires, is impossible in this area. Fighting larger fires in the deck cargo with the help of powerful water monitors is made more difficult because these monitors can only be positioned about halfway up the stack. In the current safety system, containers of the two different heights 8 ft 6 in (standard) and 9 ft 6 in (high cube) can be stacked on top of each other in any order in each stack. In the current safety system, the working lanes between the lashing bridges for the shore-side loading equipment (container gantry crane with sling spreader) are free of obstructions when loading or unloading on deck. This means that handling can take place at the lowest possible working height, which represents a time advantage. Innovative system for securing containers on deck Basic principle of the system

[0008] The basic principle of this innovative system is that each container on deck is connected to securing bridges at both ends using permanently installed, movable securing devices. The securing bridges are arranged similarly to the conventional lashing bridges between the bays, are firmly attached to the ship's hull, and extend to just below the full height of the container stacks.

[0009] The securing devices primarily absorb the transverse forces that occur during rough seas and direct them directly into the securing bridges and thus into the ship's hull. There is no need to connect the containers to each other. Component safety device

[0010] The securing device in the preferred embodiment consists of a cuboid cast steel body, at one end of which a short, vertical angle profile is permanently attached. The upper end of this angle profile is extended by a permanently attached beveled flank profile, which is rounded at its top and marked in black and yellow. A permanently attached cone sits on the inside of the end face of the angle profile. The end dimensions of the angle profile, including the beveled flank profile, correspond to the cross-section of the cuboid steel body.

[0011] The entire safety device is located in a steel housing and can be completely retracted into this housing (rest state) or extended out of this housing by a certain distance (active state) using a movement mechanism.

[0012] When activated, the angle profile fits unilaterally against one of the upper corner fittings of an already loaded container. At the same time, the cone sits in the opening at the front of this corner fitting. This allows the cone to transfer transverse forces and proportional weight forces from the container to the securing device. Likewise, the angle profile can transfer transverse forces and longitudinal forces from the container to the securing device on one side.

[0013] The angle profile is so high that, when activated, it extends beyond the container's corner fitting. This, together with the attached beveled flank profile, allows the next container to be loaded to be precisely positioned and then secures it to its lower corner fitting on one side, both lengthwise and crosswise.

[0014] In the idle state, the safety device is fully retracted, ensuring there is no obstacle to the handling process in the working lane between two safety bridges. As with the conventional system, handling can take place at low level without unnecessary and time-consuming vertical movements.

[0015] A total of four such securing devices are provided for each container. When active, these devices act as short cantilevers, transferring transverse forces and proportional weight forces into the associated housing and from there to the securing bridge. The connection between the housing and the securing bridge should be strong, but, through a suitable design, sufficiently elastic that the permissible dimensional tolerances of the container dimensions can be compensated for by elastic deformation. Component safety bridge

[0016] The preferred design of the safety bridge consists of two steel walls arranged transversely, approximately 1.2 meters apart, which are firmly connected to the ship's hull. The walls extend across the entire width and height of the container stacks stowed on deck. The material thickness decreases from bottom to top according to strength requirements. The walls are appropriately stiffened and structurally connected to each other, preferably at the level of the working decks (catwalks).

[0017] These working levels are located slightly above the horizontal seams of the containers, so that the housings of the safety devices are located just below the working levels and therefore do not represent an obstacle in the working levels.

[0018] The steel walls of the safety bridge have sufficient openings and structural recesses to allow the operating personnel to visually inspect the containers when operating the safety devices.

[0019] The working levels are connected by ladders and access hatches and are provided with railings where necessary. IMO recommendations in this regard must be observed. Possibilities for moving the safety device

[0020] The movement of the safety device from the idle state to the active state and back is achieved by a reliable electrical mechanism. It should be noted that in the preferred embodiment, the housing with the safety device is located below the floor of the respective work surface.

[0021] In this embodiment, it is advisable to enable movement using a rack attached to the safety device and a gear mounted on the housing. Manual power transmission can be achieved using a long lever operated by a person on the work platform in one or more movement sequences.

[0022] In another embodiment, a rotating drive can be converted into the desired transverse movement with the help of a spindle.

[0023] In another embodiment, pressurized liquid or gas can achieve the desired transverse movement with the aid of a piston in a cylinder. Requirements for the movement mechanism

[0024] In all conceivable embodiments, the drive must meet the following minimum requirements: The idle and active states must be clearly distinguishable by the operator using the controls. Reaching the idle state and the active state must be reliably recognizable or perceptible to avoid unintentional intermediate states. In the idle state and the active state, a sufficiently strong, automatic blocking mechanism must occur to prevent unintentional exit from this state. When reaching and exiting the active state, the movement mechanism must definitely have enough force to align a corner fitting within its manufacturing tolerances and the manufacturing tolerances of the container end frame using the cone of the securing device inserted into the corner fitting and to withdraw the cone again. Purpose and design of the cone

[0025] The cone, which has been used in various designs and applications since the introduction of steel corner fittings in freight containers, is used in the preferred embodiment of this innovative securing system to provide a positive, conical engagement with the front opening of the upper corner fitting of the container to be secured. Its length must be sufficient to extend below the upward opening of the corner fitting. These properties enable: the fine positioning of the container, the absorption of horizontal forces on both sides, the absorption of proportional vertical weight forces, the prevention of premature locking of a land-based lifting device (spreader of the container gantry crane), the support of the safety device against vertical impacts when the following container is set down inaccurately.

[0026] This gives the cone a special significance for the new safety system. Securing device for the top container in the stack

[0027] The container in the topmost designated position in a stack, as well as all containers loaded below it, can be secured with the described securing devices. However, to prevent the securing bridge from extending beyond the containers to be loaded, in the preferred embodiment, the securing devices for the penultimate container position are modified such that the vertical angle profile with the attached beveled flank profile is designed to be significantly higher.

[0028] The height must be sufficient so that the longitudinal flanks of the angle section, while taking elastic deformation into account, prevent the topmost container from tipping sideways when transverse forces occur. Further securing of this topmost container is then not necessary. The height of these angle sections is determined based on the transverse acceleration assumptions of the commissioned classification society. Procedural features of the new system

[0029] The bottommost container in each stack is placed on the hatch cover and positioned using four welded guide brackets. Locking to the hatch cover is not required. The securing devices on all four upper corner fittings are then moved to the active position. The next container is placed on top of the already loaded container, guided by the beveled flank profiles of the securing devices, and the associated securing devices are activated. This process is repeated up to the topmost container, for which no securing devices are provided.

[0030] During unloading, this process is reversed. Once a stack is loaded to the required height in a port, each container is automatically properly secured for the sea voyage. This can also be clearly inspected at any time.

[0031] When planning loading, it is important to note that standard containers and high cube containers can no longer be stacked arbitrarily, but must be loaded separately into appropriately conditioned bays. However, the top container in a stack can be of any height. Advantages of the new system

[0032] The main advantages of the innovative system are listed below: The direct horizontal transfer of the transverse forces occurring in sea conditions from each individual container to two structures permanently attached to the ship (the securing bridges at the front and rear ends of each bay) avoids the detour via high vertical tensile and compressive forces and the unsafe interaction with additional lashings at predetermined positions. The entire securing is achieved through lower forces, which are largely homogenized in the structure of the securing bridge through deformations in the elastic range. Swinging of high stacks is completely prevented. Collapse of containers and losses overboard can thus be ruled out. The dimensions of the securing bridges, each approximately 1.2 meters in the ship's longitudinal direction, increased by two safety distances of 0.2 meters from the container stacks, result in a distance between the end walls of a bay of approximately 1.6 meters.These distances are significantly greater with the conventional securing system using lashing bridges. The gain in available stowage length on today's largest container ships, which are 400 m long, means that two additional 40' bays can be accommodated. This affects not only the loading on deck, but also the cargo space below, because the deck bays must always be arranged in vertical alignment with the hold cargo bays. The innovative securing system therefore results in a significant increase in the ship's spatial loading capacity, which is offset in weight terms 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 for the vertical weight distribution in the stacks than with the current, more sensitive securing concept.This also applies to compliance with the maximum permissible stability. This wider range of weight distribution on deck is essentially limited solely by the maximum stacking load and the stability of the vessel, not by restrictions in the securing system. The elimination of all quayside work associated with inserting and removing locking elements (locks), the onboard unlocking of semi-automatic locks, the faster unloading of containers during loading without the time-consuming threading of the locks, and the elimination of lashing work after loading enable a significant increase in handling performance and thus a reduction in port laytime. The difficult and accident-prone work of inserting and removing lashing rods and turnbuckles is completely eliminated. Likewise, all work by the ship's crew to monitor, check, issue, and collect the movable securing equipment is eliminated.The safety bridges, which extend to the full height of the container stacks and feature integrated work surfaces, enable the installation of optimally positioned fire extinguishing monitors and also provide access to each individual container in the bays for local firefighting. Description of the illustrations

[0033] Figure 1shows 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 approximately 400 meters and a width of approximately 61 meters. It is equipped with a state-of-the-art deck cargo securing system. The distance between the container ends of the individual stowage bays depends on the space required for the lashing bridges, on which the containers must be additionally secured with lashing rods. Given the ship's length, this results in 24 stowage bays for 40-foot containers on the weather deck and, due to the purely vertical handling, also in the cargo hold below.

[0034] The fictitious ship shown below (2a) is identical in size, but equipped with the innovative container securing device. Because the securing bridges are structurally shorter than conventional lashing bridges, 26 storage bays for 40-foot containers can be arranged along the ship's length. This represents an increase of 1,152 40-foot containers, or almost 10% of the cargo capacity.

[0035] The numbers in Figure 1 have the following meaning: 1Bay No. 1 to 24 2Containers with a height of 8 feet 6 inches stacked up to a maximum of 13 layers high 3The conventional lashing bridges extend up to the sixth layer 4Bay No. 1 to 26 5Containers with a maximum height of 13 layers stacked up to a maximum of 6The innovative safety bridges extend down to the thirteenth layer

[0036] Figure 2shows a section of the deck loading of a container ship as a side view with four securing bridges (4). So-called high cube containers with a height of 9 feet 6 inches are loaded in 11 layers. The bottom layer consists of two 20-foot containers, the following 10 layers of 40-foot containers.

[0037] The numbers in Figure 2 have the following meaning: 1Height limitation of the top container layer as a 40-foot container 2Securing device of the top container with higher vertical flanks 3ISO-standardized 40-foot container with a height of 9 feet 6 inches (high cube) 4Securing bridge on a weather deck with two steel walls spaced 1.2 m 5 Structural recess in the frame construction for visual control and light incidence 6 Angle profile long side with internal vertical surface and sloping flank 7 Safety distance from the safety bridge to the container of 0.20 meters 8 ISO-standardized 20-foot container with a height of 9 feet 6 inches (high cube) 9 Simple stacking cones to secure the central 20-foot container joints 10 Access to the safety bridge in the area of ​​the primary support posts 11 Pontoon hatch cover with four welded-on container guide angles 12 Hatch shaft 13 Primary and secondary support posts for the safety bridge and container 14 Weather deck bulwarks Fall protection of the service aisle 15 Side wall in the above-water area 16 Side wall in the underwater area 17 Floor plate 1a Height of container stack approx. 32.00 meters 2a Side height Ship’s hull (main deck / floor plate) approx. 33.20 meters.

[0038] Figure 3shows the function and operation of the safety device on two working levels of the safety bridge. The vertical distance between the safety devices and thus the height of the working spaces in this illustration is tailored to a container with a height of 9 ft 6 in (high cube). For containers with a standard height of 8 ft 6 in, these spaces would be correspondingly lower. The illustration shows two safety devices (19) in the rest position (top), one safety device (5) in the active, securing position (center left), and one safety device (14) in motion for the purpose of securing along with the manual operation (center right). Below, two safety devices (9, 11) are shown in the active, securing position.

[0039] The numbers in Figure 3 have the following meaning: 1Working space for operating the securing devices 2Steel wall of the securing bridge with internal stiffeners 3Lever rod for manual operation of a gear mechanism for a rack 4Working level (catwalk) equipped with walkways 5Active position of a securing device in an upper container corner fitting 6Container in a completely secured state on the left 7Folding ladder on the left of the steel wall 8Secured container in the stack to the left of the securing bridge 9Securing device in active position 10Central bulkhead of the housing for two securing devices 11Securing device in active position 12Secured container in the stack to the right of the securing bridge 13Still unsecured container on the right 14Securing device moving to the active position 15Corner fitting of the unsecured container before the securing process 16Manually operated gear mechanism for moving a securing device 17Lower light,Viewing and assembly opening of the work area 18Large light and viewing opening of the work area 19Two safety devices in the protected rest position 1aTotal dimension of the safety bridge + two safety distances = 1.6 meters 2aTotal width of the safety bridge = 1.2 meters 2bTotal height of a safety bridge work area = 2.9 meters (9 ft 6 in container) 2cSafety distance of the safety bridge to the container corner fitting = 0.20 meters ,

[0040] Figure 4shows a schematic representation of the securing device in three different working positions, ignoring the height scale. In the upper representation, the device (2) is in the rest position and is flush with the securing bridge. In the middle representation, the securing device (4) is on its way to securing a loaded container. In the lower representation, a securing device (5) 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 fittings. The bottommost container in the stack is positioned on the hatch cover using standard guide profiles.

[0041] The numbers in Figure 4 have the following meaning: 1 Gangway with gratings 2 Device in rest position 3 Horizontal stiffener of the securing bridge 4 Device in motion between rest position and active position 5 Device in active position 6 Housing for guiding the device 7 Securing bridge centerline 8 Vertical angle profile 9 Wall of the securing bridge 10 Vertical stiffener of the securing bridge 11 Vertical angle profile with attached beveled flank profile 12 Securing 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 securing position 16 Floor level of the lowest container in the stack 17 Pontoon hatch cover as the basis for stacking on a full container ship 1a Distance from the centerline inside of the vertical stiffener = 500 mm 1b Distance from the centerline outside of the securing bridge = 600 mm 1cTotal length of the safety device = 560 mm 1dHorizontal stroke + base distance = 320 + 40 = 360 mm 2aDistanceOutside of the safety bridge to the container corner fitting = 200 mm 2bEngagement length of the angle profile = 120 mm 2cEngagement depth of the cone in the container corner fitting = 95 mm

[0042] Figure 5 shows a schematic top view of the securing devices in the active position for securing two containers in adjacent stacks. The illustration is intended primarily to demonstrate that the previously standard lateral distances (2a) between container stacks in the loading bays are also maintained with the innovative securing system.

[0043] The numbers in Figure 5 have the following meaning: 1 Container in plan view in left-side secured stowage position 2 Black and yellow upper edge of the left-side sloping edge profile 3 Upper left-side corner fitting with an upper opening blocked by the cone 4 Cone in the secured position 5 End wall of a left-side secured container 6 Longitudinally arranged leg of an angle profile 7 Intermediate plate of a housing for a left and right securing device 8 Left-side securing device in active position 9 Stop safety device of the rest position of a left-side securing device 10 Longitudinally side of a right-side secured container 11 Upper left-side corner fitting of a right-side stowed container 12 Cone in the secured position 13 Athwartships arranged leg of an angle profile with a cone base 14 Longitudinally arranged leg of an angle profile 15 Right-side securing device in active position 16 Steel wall of the securing bridge 17 In the housing remaining partof the securing device 18 Housing partition wall arranged athwartships for a securing device 1aJoint between the right and left securing devices in active position 1bTolerance gap between device and housing 2aJoint between the upper right and left container corner fittings 2bTolerance gap between device and housing 2cLength of a housing half for a securing device

[0044] Figure 6 shows a schematic front view of two container securing devices in the active position.

[0045] The numbers in Figure 6 have the following meaning: 1 Sloping flank profiles with black and yellow markings 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 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 securing device 8 Vertical legs of the angle profiles of the securing devices 9 Cone of the right-hand securing 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 side 13 Lower corner fitting of the container loaded on the right side 14 Container loaded on the right side

[0046] Figure 7shows a schematic side view of a securing device with a hydraulic drive option. In the upper illustration, the device is in the rest position, flush with the securing bridge. In the lower illustration, the device is in its active position, securing the lower container at its upper corner fitting and positioning the loaded container at its lower corner fitting.

[0047] The numbers in Figure 7 have the following meaning: 1Securing device housing 2Rear wall of the housing with hydraulic piston fixation 3Fixed hydraulic piston 4Hydraulic cylinder in the securing device in rest position 5Hydraulic piston seal 6Fixed hydraulic piston 7Vertical angle profile connecting with the housing 8Structural steel wall of the securing bridge 9Lower container corner fitting of an additional container 10Cone inserted in the upper container corner fitting of the lower container 11Upper corner fitting of the lower container 12Securing device in the active position 1aHydraulic cylinder in end position 1bStroke path of the hydraulic cylinder 2aHalf the length of a securing bridge in the ship's longitudinal direction 2bSafety distance between the securing bridge and the corner fittings of the container stack 2cEngagement depth of the angle profile for securing the container 2dEngagement depth of the cone in an upper corner fitting

Claims

1. System for securing containers on the deck of container ships, consisting of a securing bridge and extendable devices connected to it for securing containers, characterized by following features:

2. the extendable device is provided on its front side with a vertical angle profile, with a sloping flank profile placed on the angle profile and a precisely positioned cone to fulfil the following functions in the securing position: - the angle profile secures the upper corner fitting of an already loaded container on one side in the longitudinal and transverse direction and, with an overhang, serves to fix the next container to be stacked on top of it on one side, - the sloping flank profile makes it easier to position this next container.

3. The cone according to claim 2 is designed and dimensioned so that when inserted into the upper corner fitting of a loaded container - it positions the container exactly, - can guide horizontal forces from the container into the device on both sides, - can transfer proportional weight forces from the container into the device, - prevents premature, undesired locking of the unloading device of the land-based handling facility, - supports the device according to claim 1 against vertical impacts when the next container is set down imprecisely.

4. The device according to claim 1 is equipped with a movement mechanism which - makes a fully retracted position (rest state) and an extended, securing position (active state) clearly distinguishable for the operating personnel, - makes the reaching of the rest state and the active state reliably recognizable or perceptible, - blocks automatically and sufficiently strongly in the rest state and in the active state, - develops enough force when reaching and leaving the active state to safely insert or withdraw the cone according to claim 2 into the corner fitting.

5. The device according to claim 1 is modified for the container provided in the second highest position in each stack in such a way that the vertical angle profile is made higher, namely so high that the subsequent container loaded in the highest position cannot tip over under the assumed transverse loads in sea conditions.

6. The safety bridge is equipped with housings for guiding the devices according to claim 1. These are preferably arranged in a space-saving manner under the floor of the working surfaces for the operating personnel, so that, while maintaining the recommended minimum width of the working surfaces, more ship length is available for stowing containers on deck and also in the cargo hold.

7. The housings according to claim 6 are secured in the construction of the securing bridge with sufficient elasticity to be able to reliably compensate for the occurring and cumulative vertical dimensional tolerances of the containers.

8. A method for securing containers on the deck of container ships using the system according to claim 1, characterized by following features:

9. Elimination of all work with loose securing devices, such as locking elements and lashings.

10. Final securing of each loaded container by extending the devices according to claim 1 to the four upper corner fittings.

11. Providing the settling matrix for the next container by extending the four devices according to claim 1.

12. Elimination of any securing work for the container in the top position of a stack.

13. Larger tolerances in loading planning of the vertical mass distribution in the container stacks and the applicable stability restrictions of the vessel due to the more homogeneous distribution of the securing forces in the system.

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