Note: Descriptions are shown in the official language in which they were submitted.
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STRUCTURE, SAFETY APPARATUS AND KIT FOR SAFEGUARDING
WORKERS LOCATED ATOP A FREIGHT VEHICLE
TECHNICAL FIELD
This present disclosure relates to the field of safety equipment,
1o and more specifically, to a structure, a safety apparatus and a kit for
safeguarding
workers located atop a freight vehicle.
BACKGROUND
Falls are one of the most prevalent causes of industrial accidents causing
deaths
and crippling injuries. Billions of dollars are spent or lost due to losses of
lives,
insurance payments, high insurance premiums, and the like.
Vehicles used for cargo transport are an important example of structures on
which
workers may need to climb, and possibly fall from. As an example, the
transport
industry relies heavily on containers, such as so-called multi-modal
containers
that may be conveniently be transported in ships, on trains or on flatbed
trailers.
Currently, hundreds of millions of containers are shipped worldwide on a
yearly
basis. Billions of dollars worth of merchandize are shipped worldwide on a
daily
basis. Given such numbers, rapid manipulation such as loading and unloading
freight vehicles is an important economical requirement.
Fall protection equipment may permanently or semi-permanently be installed in
factories or in construction sites, where the general environment does not
change
or only gradually changes. Because freight vehicles come on sites and are
loaded
or unloaded within hours before being shipped again, conventional permanent or
semi-permanent installations are ill-suited for providing fall protection for
workers
having to climb and move about on top of such vehicles.
3o Therefore, there is a need for fall protection equipment being specifically
adapted
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to support and protect workers needing to climb on freight vehicles while at
the
same time providing convenient access to move the freight vehicles in and out
of
a site.
SUMMARY
Safety equipment such as fall protection systems require techniques that are
1o especially tailored to the needs of the shipping industry.
The present disclosure provides a structure for safeguarding workers located
atop
a freight vehicle positioned along a base of the structure. The structure
comprises
a horizontal top rail supported by the base, in overhanging placement relative
to
the base, and the rail being adapted to receive at least one moveable
attachment
point for connecting to personal safety equipment.
The present disclosure also relates to a safety apparatus for safeguarding
workers located atop a freight vehicle positioned along a base of the
apparatus.
The apparatus comprises a horizontal top rail supported by the base. The top
rail
is in overhanging placement relative to the base. At least one support link is
connected to the top rail by a moveable attachment point. The support link is
for
use in supporting a worker in case of a fall.
In another aspect, the present disclosure provides a safety apparatus for
safeguarding workers located atop a freight vehicle positioned along a base of
the
apparatus. The apparatus comprises a horizontal top rail supported by the
base.
The top rail is in overhanging placement relative to the base. At least one
support
link is connected to the top rail by a moveable attachment point. The support
link
is for use in attaching to personal safety equipment.
In a further aspect, the present disclosure provides a self-supporting safety
structure assembly kit for safeguarding workers located atop a freight vehicle
positioned along the safety structure. The kit comprises an elongated base,
two
upright members mountable on the base, a first side of a horizontal top frame
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mountable on the two upright members, two horizontal supports attachable to
the
first side of the horizontal top frame, and a horizontal top rail for forming
a second
side of the horizontal top frame. The horizontal top rail is attachable to the
two
horizontal supports. The horizontal top rail is adapted to receive at least
one
moveable attachment point for connecting to personal safety equipment. The
1o base, the upright members, the first side of the horizontal top frame, the
horizontal
supports and the horizontal top rail are configured so that when the two
upright
members are mounted to the base, with the first side of the horizontal top
frame
mounted on the two upright members and with the horizontal top rail connected
to
the first side of the horizontal top frame through the two horizontal
supports, the
horizontal top rail is in overhanging placement relative to the base.
BRIEF DESCRIPTION OF THE DRAWINGS
Embodiments of the disclosure will be described by way of example only with
reference to the accompanying drawings, in which:
Fig. 1 is a perspective view of a structure according to an embodiment;
Fig. 2 is a front elevation view of the structure of Fig. 1, in use with
workers, a
flatbed trailer and a cargo;
Fig. 3 is a side elevation view of the structure of Fig. 1, in use with
workers, a
flatbed trailer and a cargo;
Fig. 4 is a detailed, side elevation view of a rail made part of the structure
of Fig.
1; and
Fig. 5 is a detailed side view of a trolley assembled on a rail.
DETAILED DESCRIPTION
A structure is provided for safeguarding workers located atop a freight
vehicle
positioned along a base of the structure. The structure may be self-supporting
and
may be installed permanently or semi-permanently on a site where cargo is
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carried, for example on top of flatbed trailer trucks. Alternatively, the
structure may
be installed on the side of a railroad track to safely support workers loading
and
unloading cargo transported on flatcar wagons. The structure may further be
installed on a dock, for loading and unloading cargo transported on ships. The
structure comprises a horizontal top rail supported by the base. The top rail
is in
overhanging placement relative to the base so that the rail is above a vehicle
when parked adjacent to the base. At least one support link may be connected
to
the rail via a moveable attachment point, thereby forming movable personal
safety
equipment. Each support link is for use in supporting, in case of an eventual
fall, a
worker standing or kneeling on top of the vehicle or on top of the cargo. As
the
worker walks along a length of the vehicle or cargo, the vehicle being
substantially
parallel to the rail, the support link and its moveable attachment point move
along
the rail. In the event of a fall, the worker is maintained by the support
link, thereby
preventing possible injuries. The structure may be provided as a self-
supporting
safety structure assembly kit comprising the base, two or more upright
members,
a first side of a horizontal frame, the horizontal top rail forming a second
side of
the horizontal top frame, and two or more horizontal supports. Some elements
of
the kit may be pre-assembled. Final assembly of the kit elements at a work
site
arrives at the same structure as described hereinabove.
In the context of the present disclosure, the term "vehicle" is understood in
a
broad sense and may comprise various transportation means including, but not
limited to, flatbed trucks, semi-trailers, and wagons including flatbed
wagons,
ships, barges, and the like. Of course, such transportation means may be
loaded
or unloaded, whether or not a motorized apparatus, such as a trailer truck or
locomotive, is present at loading or unloading time. Therefore, the term
"vehicle"
is not limited to a self-propelling vehicle.
Referring to Fig. 1, there is shown a perspective view of an assembled
structure
according to an embodiment. The exemplary structure 100 of Fig. 1 comprises an
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two
upright members 122, 124, a top frame 130, and lower braces 142, 144. The top
frame 130 is horizontal and comprises a first side 132 located vertically
above the
base 110, a horizontal rail 134 forming a second side of the top frame 130,
the rail
134 being in overhanging placement relative to the base 110, and three (3)
1o horizontal supports 136, 137, 138, the horizontal rail 134 being connected
to the
first side 132 through the horizontal supports 136, 137, 138. The various
components of the structure 100 may be formed of various steel alloys or
similar
materials and may be assembled using bolts and nuts, using rivets, using
welding,
or using any other conventional means as is well-known in the art. In an
embodiment, several elements of the structure 100 may be made of wood.
On the exemplary embodiment of Fig. 1, the base 110 extends externally beyond
the upright members 122, 124 and provides attachment points 143, 145 to the
lower braces 142, 144. In an embodiment, the lower braces 142, 144 may be
omitted and the base 110 need not extend beyond the upright members 122, 124.
In another embodiment, the lower braces 142, 144 may be placed internally
within
a space formed by the base 110 and the upright members 122, 124, attachment
points (not shown) being located on the base 110 between the upright members
122, 124. In this embodiment as well, the base 110 need not extend beyond the
upright members 122, 124.
As shown on Fig. 1, the two upright members 122, 124 are vertical and
perpendicular to the base 110 and to the top frame 130. As such, the base 110,
the two upright members 122, 124 and the first side 132 of the exemplary
embodiment form a rectangle. In an embodiment, at least one of the two upright
members 122, 124 may be placed at a non-orthogonal angle from the base 110
and top frame 130. In this embodiment, the base 110, the two upright members
122, 124 and the first side 132 may thus form a trapezoid. Likewise, as shown
on
Fig. 1, the top frame 130 is rectangular and the first side 132 has a
substantially
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equal length as the top rail 134. In an embodiment, the first side 132 and the
top
rail 134 may have unequal length, in which case at least one of the horizontal
supports 136, 138 may be placed at a non-orthogonal angle relative to the
first
side 132 and rail 134. In this embodiment, the top frame 130 may also form a
trapezoid. Such variations may allow a builder of the structure 100 to provide
at
least a length of the rail 134 that is suitable for accommodating various
cargo
lengths, for example typical container lengths, such as 20-feet containers or
40-
feet containers or 53-feet semi-trailers, in areas where a different distance
between the upright members 122, 124 is more appropriate, due for example to
space constraints.
Those of ordinary skill in the art will appreciate that the exemplary
structure 100 of
Fig. 1 is self-supporting, especially when counter-weights (shown on later
figures)
are placed on top of the footings 112, 114. This capability allows installing,
dismounting, and moving the structure 100, or the kit, making it a semi-
permanent
installation. In an application where the structure 100 may be permanently
installed, an alternate base may consist of any suitable ground or in-ground
structure capable of supporting the weight of the upright members, top frame
and
workers. For example, the upright members 122, 124 may be anchored in a
concrete floor. In an embodiment, a width of this base may be hidden under the
ground, allowing a reduction of a lateral distance between a vehicle
positioned
next to the structure 100 and the upright members 122, 124 and also allowing a
reduction an overhanging distance of the top rail 134 relative to this base.
In various embodiments of the kit, some of the elements of the structure 100
may
be pre-assembled. In an embodiment, the base 110 may be pre-assembled with
the footings 112, 114. In another embodiment, the complete horizontal frame
130
may be pre-assembled. As those of ordinary skills in the art can appreciate,
various constraints may apply, such as for example maximum size and weight of
components of the kit for handling and shipping purposes, or safety
constraints
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related to a fail-safe assembly of the structure 100 from the kit. Manners of
assembling the various kit components may comprise welding, or use of
mechanical attachments such as bolts and nuts.
Referring now to Fig. 2, there is shown a front elevation view of the
structure of
Fig. 1, in use with workers, a flatbed trailer and a cargo. The structure 100
is
shown in context, wherein a worksite 200 comprises a flatbed trailer 202, a
cargo
204, and two workers 206, 208. Also shown are counter-weights 212, 214 placed
on the footings 112, 114 and moveable attachment points 222, 224 on the rail
134. In an embodiment, the moveable attachment points may be rolling devices
such as trolleys. In another embodiment, the moveable attachment points may be
sliding devices such as sliding rails. Personal safety equipment comprises
support
links 232, 234 safely linking the workers 206, 208 to the moveable attachment
points 222, 224. The support links 232, 234 may for example consist of chains,
cables, ropes, wires or straps, provided with hooks for connecting to the
moveable
attachment points and to safety devices worn by the workers 206, 208. The
personal safety equipment may further comprise safety harnesses or safety
belts
(not shown) worn by the workers 206, 208 and attached to the support links
232,
234. The flatbed trailer 202 may be substituted by a flatcar wagon (not shown)
when the structure 100 is installed on the side of a railroad track.
A length of the rail 134 may accommodate typical container lengths, for
example
20-feet containers and 40-feet containers, or a typical 53-feet trailer
length. Of
course, the length of the rail 134 may be tailored for other, non-standard
applications. The workers 206, 208 may move along a length 241 of the cargo
204, as their movement pulls on the support links 232, 234, acting upon the
moveable attachment points 222, 224 to move along the length of the rail 134.
A length of the support links 232, 234 is sufficient to allow the workers 206,
208 to
stand or kneel on top of the cargo 204, along its width, the width of the
cargo
being perpendicular to the rail 134. At the same time, the length of the
support
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links 232, 234 is sufficiently short so that, in the event of a fall, the
workers 206,
208 will not fall down to the top of the flatbed trailer 202. In an
embodiment, the
support links 232, 234 may have an adjustable length. In another embodiment,
the support links 232, 234 may be self-retracting so that a light pull may
extend
their length while a rapid pull will block any further extension. Embodiments
in
1o which the support links 232, 234 are adjustable or self-retracting allow
the workers
206, 208 to safety move between the top of the cargo 204 and the top of the
flatbed trailer 202.
Fig. 3 shows a side elevation view of the structure of Fig. 1, in use with
workers, a
flatbed trailer and a cargo. It may be observed on this view that counter-
weights
may be placed on top of the footings 112, 114, on both sides. For example,
counter-weights 214, 215 are placed on top of the footing 114. This view also
shows that an overhanging distance A between the rail 134 and the first side
132
(corresponding to a length of the horizontal supports 136, 137, 138,
accounting for
widths of the first side 132 and of the rail 134), exceeds a half-width B of
the
footings 112, 114 so that the rail 134 is in overhanging placement relative to
the
base as whole, the base including the footings. Of course, in an embodiment
wherein the base 110 is anchored in the ground, using anchoring means that are
placed under the ground, the overhanging length A may be shorter and the cargo
204 may be placed laterally closer to the structure 100. Regardless, the
overhanging length A is determined such the cargo 204 may be positioned under
the rail 134 so that the rail 134 is within a width 242 of the cargo 204.
Construction of the structure 100 may be further solidified by the addition of
braces to the upright members 122 and 124. On Fig. 3, top braces 302, 304 are
made part of the upright member 124, at its top. The top braces 302, 304 are
3o diametrically opposed to each other and are perpendicular to the first side
132.
The top braces 302, 304 provide additional support to the top frame 130. Fig.
3
also shows bottom braces 306, 308 at the bottom of the upright member 124. The
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bottom braces 306 and 308 are also diametrically opposed to each other, and
perpendicular to the base 110. The bottom braces 306, 308 rest on top of the
footing 114, providing additional support to the upright member 124. Of
course,
braces may also be present at the top and bottom of the upright member 122.
Referring to Fig. 4, there is shown a detailed, side elevation view of a rail
made
1o part of the structure of Fig. 1. An exemplary rail 400 is symmetric along
its length
and along its width and, as shown, may represent a view from its left or from
its
right hand side. The exemplary rail 400 comprises a H-beam 402, a U-beam 404,
arrest plates 406, 408, and bolts 410. The H-beam 402 comprises a lower end
402L on which a moveable attachment point, for example a trolley (not shown),
may freely move along a length of the rail 400. At each end of the rail 400,
arrest
plates 406, 408 are secured using bolts 410 in order to provide a stop
preventing
the moveable attachment point from becoming disengaged from the rail 400 at
its
extremities. The U-beam 404 is wide and shallow, and is affixed on top of the
H-
beam 402. Referring back to Fig. 1 wherein the rail 400 may form the top rail
134,
the U-beam 404 may be affixed to the H-beam 402 using bolts that also support
the complete rail 400 to the horizontal supports 136, 137, 138.
Referring to Fig. 5, there is shown a detailed side view of a trolley mounted
on a
rail. An exemplary trolley 500 is mounted for rolling on the lower end 402L of
the
H-beam-402. The trolley 500 comprises wheels 502, 504 attached to a body 510
via axles 506, 508. At the bottom of the body 510 is an attachment point 512
for a
support link (not shown).
Those of ordinary skill in the art will realize that the foregoing description
of the
structure and safety apparatus are illustrative only and are not intended to
be in
any way limiting. Other embodiments will readily suggest themselves to such
skilled persons having the benefit of this disclosure. Furthermore, the
disclosed
structure and safety apparatus can be customized to offer valuable solutions
to
existing needs and problems related to the prevention of accidents at freight
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5 vehicles loading and unloading sites.
In the interest of clarity, not all of the routine features of the
implementations of
the structure and safety apparatus are shown and described. It will, of
course, be
appreciated that in the development of any such actual implementation of the
safety equipment, numerous implementation-specific decisions must be made in
10 order to achieve the developer's specific goals, such as compliance with
safety
regulations and business-related constraints, and that these specific goals
will
vary from one implementation to another and from one developer to another.
Moreover, it will be appreciated that a development effort might be complex
and
time-consuming, but would nevertheless be a routine undertaking of engineering
for those of ordinary skill in the field of safety equipment having the
benefit of this
disclosure. Routine engineering may for example be required for properly
selecting types of materials and gauges of the various components of the
structure 100. In accordance with this disclosure, the components and
structure
described herein may be implemented using various types of materials and
assembly procedures.
Although the present disclosure has been described hereinabove by way of non-
restrictive illustrative embodiments thereof, these embodiments can be
modified
at will within the scope of the appended claims without departing from the
spirit
and nature of the present disclosure.
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