FIELD OF THE INVENTION

The present invention relates to an anti-slip block for securing goods. In a second, third and fourth aspect, the present invention also relates to a method for loading, transporting and unloading cargo, respectively. In a fifth and sixth aspect, the present invention also relates to a use of said anti-slip block.

BACKGROUND

The transport of goods is typically divided into several categories. A first category includes the transport of containerized goods, e.g. garments, using standardized TEU containers. The containerized goods can be packed and stored in a TEU container. The containers can be transported by road, water or rail without the goods themselves being loaded or unloaded.

A second category includes the transport of so-called bulk goods, e.g. grain. Bulk goods are goods that are not packed by piece or by measure. Such goods are placed loose in the hold of a vessel, lorry or wagon. Such goods are deposited loose in the hold of a vessel, lorry or railway wagon. Bulk or bulk goods can include solid, liquid or gaseous goods.

A third category comprises the transport of general cargo or breakbulk goods. General cargo is declared by the piece. General cargo is typically transported in boxes, crates, drums or bales or even as individual pieces. Examples of general cargo are steel coils, steel profiles, cars, etc.

A ship, and in particular its hold, is variable in size. The shape of the hold also depends on the ship. The general cargo is also variable in shape and weight. The loading of the ships is typically accompanied by stacking of the general cargo using wooden beams. Since both the ships and the goods to be transported are variable, the wooden beams are cut to size. The wooden beams are then placed in the hold and the general cargo is fixed to the wooden beams. Because the size of the ship's hold and the goods is variable, loading and unloading general cargo in vessels is labor-intensive. A further disadvantage is that the conventional loading process requires large quantities of wood, which break, are destroyed or no longer usable when the vessel is unloaded. Furthermore, due to the international nature of the transport and the local fauna and flora on arrival, transport of viruses, insects or pathogens should be avoided. Therefore, the requirements for wood quality are high, making the transport of goods more expensive.

BE1027335 suggests to use mats from natural rubber instead of wooden beams or planks for the loading and stacking of goods in the ship's hold. However, said material has a limited friction, reusability, recyclability, limited mechanical strength/stability, etc.

EP1854663 describes anti-slip support for securing a cargo of a truck, comprises a polymer foam layer anti-slip polymer layers introduced on both sides of the foam layer, and an adhesive layer introduced on the other side of the anti-slip polymer layer. DE20305280 describes an anti-slip mat, in particular for securing loads. WO2020245733 describes a method for loading break bulk cargo ships.

The present invention aims to resolve at least some of the problems and disadvantages mentioned above. The aim of the invention is to provide a method which eliminates those disadvantages. The present invention targets at solving at least one of the aforementioned disadvantages.

SUMMARY OF THE INVENTION

The present invention and embodiments thereof serve to provide a solution to one or more of above-mentioned disadvantages. To this end, the present invention relates to an anti-slip block according to claim 1. Preferred embodiments of the device are shown in any of the claims 2 to 10. An additional advantage of the elastically deformable anti-slip blocks is that they are recoverable and reusable when the vehicle is unloaded.

In a second, third and fourth aspect, the present invention relates to a method according to claims 11, 12 and 13, respectively. More particular, the method as described therein provides a description for the loading, transporting and unloading of goods. The anti-slip block produced from an elastic polymer are easy and efficient to place in the bottom of the hold or on layers of goods. The method provides an improved way of loading and/or transporting and/or unloading goods. In a fifth and sixth aspect the present invention relates to a use according to claims 14 and 15, respectively. The use of anti-slip blocks, as described herein, provides an advantageous reusability, requiring less labour.

DESCRIPTION OF FIGURES

The following numbering refers to:

110 cargo layer 120 bottom layer 130 layer of goods 140 anti-slip blocks 150 wedge-shaped anti-slip blocks 160 goods

The following description of the figures of specific embodiments of the invention is merely exemplary in nature and is not intended to limit the present teachings, their application or uses. Throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

Figure 1 illustrates an implementation of the method for stacking goods. In this example, the goods are shown as boxes. Figure 1 illustrates, in particular, several boxes with different cargo layers 110, 110' 110" stacked on top of each other. The different layers of cargo 110, 110', 110" are stacked sequentially, in particular that the first layer of cargo 110 is placed and then successively layer of cargo 110' and 110". Each of the layers of cargo 110, 110', 110" includes a bottom layer 120, 120', 120" and at least one layer of goods 130, 130', 130". The bottom layers 120, 120’, 120" are in this embodiment comprising four anti-slip blocks 140, 140’, 140" each made of an elastically deformable material. The distance between the different layers of goods 130', 130" depends on the thickness of the anti-slip blocks. The bottom layers 120, 120’, 120" may extend over several columns, for example over two columns of goods. It is preferred that the bottom layers extend perpendicular to the longitudinal direction of the vehicle. This will provide improved support. Optionally, the bottom layers can also extend parallel to the longitudinal direction of the vehicle.

Figure 2 shows a detailed representation of goods 160 stacked according to an embodiment of the method. The goods 160 are drawn as elongated rolls, for example steel wire rolls or steel plate rolls, but may also be crates, barrels, bales, cars, etc. A layer of cargo 110 includes a bottom layer 120, wedge shaped anti slip blocks 150 and at least one layer of goods 130A and 130B. Loading the vehicle according to a preferred embodiment of the process, includes placing the bottom layer 120 for each cargo layer 110. The bottom layer 120 comprises a longitudinal positioned anti-slip block made of an elastically deformable material, such as a natural or synthetic polymer. The blocks are elongated in such a way that they extend side by side.

For example, in a first cargo layer, which is in direct contact with the bottom layer, two anti-slip blocks 140 may be placed side by side. More or fewer anti-slip blocks may be placed depending on the load of the goods to be placed on them. The blocks are preferably rolled out from a rolled position to an unrolled position when they are placed. In this way, the blocks can easily be transported in rolls. After placing the bottom layer 120, at least one layer of goods 130A, 130B is placed on the bottom layer 120. A first layer of goods 130A may be placed directly on the bottom layer. When the first layer of goods 130A is placed, the goods 160 may be secured to the bottom layer by means of wedge-shaped anti-slip blocks 150. In some embodiments, said wedge-shaped anti-slip blocks 150 are fixed onto the bottom layer 120.

In the embodiment illustrated in Figure 2, where goods 160 are loaded, a second layer of goods 130B can be placed on top of the first layer of goods 130A. An additional advantage of this is based on the understanding that the second layer of goods 130B fixes the first layer of goods 130A in a fixed position. As such, the lateral displacement of the rolls 160 is limited by the rolls in the second layer of goods 130B. In some embodiments, anti-slip blocks are used between the first 130A and the second layer of goods 130B.

DETAILED DESCRIPTION OF THE INVENTION

Unless otherwise defined, all terms used in disclosing the invention, including technical and scientific terms, have the meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. By means of further guidance, term definitions are included to better appreciate the teaching of the present invention.

As used herein, the following terms have the following meanings: "A", "an", and "the" as used herein refers to both singular and plural referents unless the context clearly dictates otherwise. By way of example, "a compartment" refers to one or more than one compartment.

"About" as used herein referring to a measurable value such as a parameter, an amount, a temporal duration, and the like, is meant to encompass variations of +/- 20% or less, preferably +/-10% or less, more preferably +/-5% or less, even more preferably +/-1% or less, and still more preferably +/-0.1% or less of and from the specified value, in so far such variations are appropriate to perform in the disclosed invention. However, it is to be understood that the value to which the modifier "about" refers is itself also specifically disclosed.

"Comprise", "comprising", and "comprises" and "comprised of" as used herein are synonymous with "include", "including", "includes" or "contain", "containing", "contains" and are inclusive or open-ended terms that specifies the presence of what follows e.g. component and do not exclude or preclude the presence of additional, non-recited components, features, element, members, steps, known in the art or disclosed therein.

Furthermore, the terms first, second, third and the like in the description and in the claims, are used for distinguishing between similar elements and not necessarily for describing a sequential or chronological order, unless specified. It is to be understood that the terms so used are interchangeable under appropriate circumstances and that the embodiments of the invention described herein are capable of operation in other sequences than described or illustrated herein.

The recitation of numerical ranges by endpoints includes all numbers and fractions subsumed within that range, as well as the recited endpoints.

Whereas the terms "one or more" or "at least one", such as one or more or at least one member(s) of a group of members, is clear per se, by means of further exemplification, the term encompasses inter alia a reference to any one of said members, or to any two or more of said members, such as, e.g., any >3, >4, >5, >6 or >7 etc. of said members, and up to all said members.

Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment, but may. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to a person skilled in the art from this disclosure, in one or more embodiments. Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form different embodiments, as would be understood by those in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.

The term "cargo" should be understood as a at least partially solid good that is being transported or will be transported on a ship, aircraft, truck or other vehicle. The goods are transported in individual barrels, drums, containers, creates, on pallets, etc. Liquid goods, such as fossil oil, or gas products are not intended to be transported as such within the scope of this invention as they are not loaded and unloaded piece by piece. However, if liquid or gaseous goods or products are transported in a solid vessel, barrel, etc. the device, as defined in claims 1-10, can be used to facilitate the transport of these goods. Materials to protect the transported goods or to secure them, such as an anti-slip bar, are also included within the term "cargo".

A thermoplastic elastomer is a plastic that is elastic (stretches and bends) at room temperature and thermoplastic (soft, almost liquid) when heated. This process is reversible, in contrast to thermosetting polymers. There are different types of thermoplastic elastomers, for example styrene copolymers, polyolefin blends, crosslinked olefin-based thermoplastic elastomers, thermoplastic polyurethanes, thermoplastic co-polyester, thermoplastic polyamides. The term "recyclable material" refers to thermoplastic polymers, as thermosetting polymers or biopolymers are much more difficult to recycle. Preferably, the recyclable materials can be re-used in the same application with the same characteristics, without loss of performance.

In a first aspect, the invention provides an anti-slip block for securing goods, wherein the anti-slip block comprises a thermoplastic elastomer. In a further preferred embodiment of the invention, the thermoplastic elastomer comprises a thermoplastic copolymer. In a further preferred embodiment of the invention, the thermoplastic elastomer comprises ethylene-vinyl acetate, preferably the anti-slip block consists of 50 wt.% ethylene-vinyl acetate, more preferably 70 wt.% ethylene-vinyl acetate and most preferably 95 wt.% ethylene-vinyl acetate. In an embodiment, the antislip block consists of about 95 wt.% ethylene-vinyl acetate and about 5 wt.% additives. In a further embodiment, said additives are present in the outer layer and further improve the friction, especially in wet conditions. In an embodiment, the anti-slip bar is comprises an outer layer of 2-20 wt.%.

The inventors have unexpectedly observed that anti-slip blocks, according to the previous embodiments, provide stable storage during dynamic transport of very heavy objects and has a very good overall chemical resistance against sea-water, oils and greases. Furthermore, this material combines high mechanical strength and impact resistance with high friction resistance on all kind of surfaces like steel, wood or ceramic as well under dry as under wet conditions. The anti-slip block shows very good UV and ozone resistance and is very stable over time, even under more extreme conditions.

In a preferred embodiment, the anti-slip block has a length of 500 to 5000 mm, preferably 1000 to 2000 mm, more preferably about 1650 mm, a width of 10 to 500 mm, preferably 50 to 250 mm, more preferably about 150 mm and a thickness of 3 to 350 mm, preferably 5 to 100 mm, more preferably about 10 mm. The dimensions of the anti-slip block depend on the applications and the size of the transported goods. In an embodiment, the dimensions of the anti-slip block can differ from the previous embodiments, as known by the skilled person, without restricting the scope of the invention. In some embodiments, several anti-slip blocks can be combined into a bigger device. The width of the anti-slip block is preferably about 150 mm and the thickness is preferably about 10 mm, as this suffices to support most goods. The anti-slip blocks are easy and efficient to place and manipulate in the ship's hold or on other vehicles. Thus, the anti-slip bar provides an improved way of loading goods, for example on general cargo vessels.

In a preferred embodiment, the anti-slip block has a length of 500 to 10 000 mm, preferably 1000 to 2000 mm, more preferably about 1650 mm, a width of 10 to 1000 mm, preferably 100 to 600 mm, more preferably about 400 mm and a thickness of 3 to 350 mm, preferably 5 to 100 mm, more preferably about 10 mm. In some embodiments, the thickness changes over the width of the anti-slip block from 10-200 mm to 3-180 mm, preferably from about 10 mm to about 3 mm. This way a wedge-shaped anti-slip block can be obtained, suitable for the stabilization of cylindrical goods.

In an embodiment, the wedge-shaped anti-slip blocks are bigger compared to the previously described anti-slip blocks. The wedge-shaped anti-slip blocks have a width greater than 5 cm, more preferably greater than 8 cm, more preferably greater than 10 cm. The width is preferably smaller than 100 cm, more preferably smaller than 80 cm, most preferably smaller than 50 cm. In an embodiment, the width measure can be equal to of the width of the previously mentioned normal anti-slip blocks. In an embodiment, the wedge-shaped anti-slip blocks have a length greater than 10 cm, more preferably greater than 15 cm, most preferably greater than 20 cm. In an embodiment, the length measure can be equal to of the length of the previously mentioned normal anti-slip blocks. In an embodiment, the wedge-shaped anti-slip blocks have a thickness (i.e. height) that is greater than 10 cm, more preferably greater than 15 cm, with most preferably greater than 20 cm. In an embodiment the lower part, the thickness (i.e. height) of the lower part, is preferably greater than 0.3 cm, more preferably greater than 0.4 cm, most preferably greater than 0.6 cm. The thickness (i.e. height) of this lower layer is preferably smaller than 5 cm, more preferably smaller than 3 cm.

In a preferred embodiment, the thermoplastic elastomer has a coefficient of friction on steel, measured according to ASTM D1894, higher than dry oak wood. The coefficient of friction is an important parameter, as it gives an indication for the likelihood of slipping and of freeing the goods. Thus, the anti-slip bar provides an improved way of loading goods. Not only the coefficient of friction on steel of the anti-slip blocks is higher compared to wood, the blocks are also less likely to break during transport and can be easily reused. After use, the anti-slip blocks can be rolled, moved or reused whereas conventionally every time new wooden planks would have to be provided and installed.

Conventionally, for the securing goods on ships, wooden planks are used. Embodiments of the invention have the advantage that no or less wood is needed, and that the bars, unlike wood, are reusable. Furthermore, when using wood, nonnative plants, animal species, prokaryotes or viruses from the origin of the wood travel are more likely to be transported along with the wood from the origin of the wood to the final destination. These species can cause irreversible damage to the indigenous fauna and flora of the destination. By using bars made from an elastomeric material, this danger to the fauna and flora can be significantly reduced.

In a preferred embodiment, the anti-slip block only comprises recyclable materials. Thermoplastic materials can be rather easily recycled as they can be heated and pressed in another shape. Materials from natural rubber for example, are thermosetting because of the nature of rubber chemistry in which the application of heat and pressure causes the compound to "vulcanize" or "cure" which means that crosslinks form between the long chain molecules (macromolecules) common to most rubber compounds and which is irreversible. This causes them to be unrecyclable compared to thermoplastic polymers. In a preferred embodiment, the anti-slip block has a green color. The green color can be obtained by an outside coloring of the extruded product, or by co-extruding with pigments.

In a preferred embodiment, the anti-slip block has a hardness between 50 and 99° Sh A, measured according to ISO 14577. Preferably the hardness is between 70 and 99° Sh A, more preferably between 80 and 95° Sh A, most preferably 90° Sh A. In a preferred embodiment, the anti-slip block has a tensile strength of at least 18 MPa, preferably at least 20 MPa. The hardness and tensile strength are important parameters to indicate the suitability of a material for supporting heavy loads for long periods of time. The elasticity of the anti-slip block, combined with its hardness and tensile strength allow for the production of anti-slip bars with limited thickness, without negatively effecting the characteristics of the bars. Therefore, the weight of the bars remains limited, making them easily to manipulate and carry.

In a preferred embodiment, the anti-slip block has a coefficient of friction on steel, measured according to EN ISO 20345, of at least 0.5, preferably at least 0.7, more preferably at least 0.8 and most preferably about 0.9. An advantage thereof is that a material with a higher friction coefficient produces a higher static friction force. This improves the friction between the mats and a connecting element, which in turn improves the way a connecting element is fastened or held in place. This indicates that when using said blocks, the chance of slipping and of freeing the goods is reduced. Thus, the anti-slip bar provides an improved way of loading and/or transporting and/or unloading goods. In an embodiment, the anti-slip block is produced in a high-pressure polymerization process, such as extrusion. Extrusion is a process where a material undergoes deformation by the application of a force causing that material to flow through an orifice or die. The material, usually a thermoplastic, adopts the cross-sectional profile of the die and if the material has suitable properties, that shape is retained in the final extrudate. The force required for this process is normally achieved by either a moving piston or rotating auger in a barrel. In the latter case the process is continuous and discrete parts are created by cutting the extrudate into pieces of a predefined length. Non-limiting examples of continuous extrusion methods include single screw extruding, twin screw extruding, disk extruding, reciprocating single screw extruding, and pin barrel single screw extruding. In some embodiments, additives can be added into an extruder through a feed hopper or feed throat during the extrusion.

In an embodiment, the anti-slip block is produced in a high-pressure polymerization process, such as co-extrusion. Coextrusion is the process of forming an extrudate composed of more than one thermoplastic melt stream. The process can be used to add a top layer with improved adhesive properties, with additional coloring agents, etc. If the performance level of a single polymer is insufficient, it could be met by a combination of polymers.

In an embodiment, the anti-slip block comprises of at least 50 wt.% EVA, preferably at least 70wt.% EVA. In an embodiment, the anti-slip block comprises of at least 90 wt.% EVA and coloring agents, preferably at least 99wt.% EVA and coloring agents. In an embodiment, the anti-slip block essential consists of EVA and coloring agents. In an embodiment, the anti-slip block consists of a middle layer and 2 outer layers, wherein the middle layer comprises at least 80 wt.% EVA and 2 outer layers comprise at least 80 wt.% EVA. In an embodiment, the anti-slip block consists of a middle layer and 2 outer layers, wherein the middle layer comprises at least 80 wt.% EVA and 2 outer layers comprise at least 80 wt.% EVA, and wherein the outer layers are colored green, and the middle layer is colored black. In an embodiment, the antislip block consists of a middle layer and 2 outer layers, wherein the middle layer comprises at least 80 wt.% EVA and 2 outer layers comprise at least 80 wt.% EVA, and wherein the outer layers are colored blue, and the middle layer is colored black. Green is defined as light emitted at a wavelength of 495-570 nm. Blue is defined as light emitted at a wavelength of 450-495 nm. Black is herein defined as having a value for green, red, and blue on the RGB scale of more than 85 for each color. This specific coloring pattern reduces contamination during recycling. The product is easily distinguished from other polymers. In an embodiment, the thickness of the middle layer is 5-10 mm, preferably 8 mm. In an embodiment, the thickness of each of the 2 outer layers is 0.5-3 mm, preferably 1 mm. In an embodiment, the middle layer is not visible from the outside. In an embodiment, the middle layer is visible on the edges.

In a second aspect, the invention relates to a method for loading a vehicle wherein the process comprises stacking the cargo in and/or on the vehicle, whereby the stacking comprises the following steps: placing a bottom layer for at least one cargo layer, whereby the bottom layer is formed by one or more anti-slip blocks made of an elastically deformable material in such a way that the anti-slip blocks form strips extending elongated next to each other; placing at least one layer of goods on the bottom layer, whereby the anti-slip block is as described in any of the embodiments of the first aspect.

In a preferred embodiment, loading involves bringing in one or more anti-slip bars in a coiled state and rolling them out. The advantage of this is based on the insight that the loading of piece goods is a labor-intensive process that is carried out manually by dockers. Because the anti-slip bars can be rolled out and rolled up, they are easy to handle manually.

In a third aspect, the invention relates to a method for transporting goods, wherein goods stacked on anti-slip blocks are transported, whereby the anti-slip block is as described in any of the embodiments of the first aspect.

In an embodiment, one or more goods of the bottom cargo layer are secured to the bottom layer by means of wedge-shaped anti-slip blocks applied to the bottom layer. By clamping the one or more goods by means of wedge-shaped elements, the method provides an improved and simple way of securing the piece goods in the hold. As a result, they do not shift or move to a limited extent during transport.

In a fourth aspect, the invention relates to a method for unloading a vehicle, wherein a cargo layer is stacked in and/or on the vehicle, wherein the cargo layer comprises a bottom layer formed by one or more anti-slip blocks and at least one layer of goods, wherein unloading comprises the following steps: removing the goods from the vehicle; recovering one or more anti-slip blocks, whereby the anti-slip block is as described in any of the embodiments of the first aspect.

In an embodiment, the anti-slip blocks are suitable to be rolled up when not in use. This way they can be rolled up after unloading and placed again when reloading a vehicle, such as a general cargo vessel.

In a fifth aspect, the invention relates to a use of one or more anti-slip blocks, as described in any of the embodiments of the first aspect, for securing goods during loading and/or transport and/or unloading. The person skilled in the art notices that the same characteristics and advantages stated in the previous aspects apply to this aspect.

In a sixth aspect, the invention relates to a use of one or more anti-slip blocks, as described in any of the embodiments of the first aspect, for securing goods in a ship's hold during intercontinental transport. During intercontinental transport, goods should be secured in a proper fashion, suitable to handle long periods of high pressure. Thermoplastic elastomers such as ethylene-vinyl acetate, are fit to handle such requirements.

EXAMPLES AND/OR DESCRIPTION OF FIGURES

The present invention will now be further exemplified with reference to the following examples. The present invention is in no way limited to the given examples. It is supposed that the present invention is not restricted to any form of realization described previously and that some modifications can be added to the presented example of fabrication without reappraisal of the appended claims. It is clear that the method according to the invention, and its applications, are not limited to the presented examples. The present invention is in no way limited to the embodiments described in the examples and/or shown in the figures. On the contrary, methods according to the present invention may be realized in many different ways without departing from the scope of the invention.

Example 1 :

Coefficient of friction vs natural rubber A comparative test between natural rubber and ethylene-vinyl acetate was conducted according to EN ISO 20345. The coefficient of friction was determined on a steel surface, in dry conditions. Results showed that, the coefficient of friction was significantly higher for the ethylene-vinyl acetate samples compared to the natural rubber samples. The measured values were 15 to 50 % higher for ethylene-vinyl acetate, indicating a better traction against slipping and reduced chance of freeing the goods.

Example 2:

Coefficient of friction vs wood

A comparative test between oak wood and ethylene-vinyl acetate was conducted according to ASTM D1894. The coefficient of friction was determined on a steel surface in dry conditions, using the Thwing-Albert FP-2260 Friction/Peel Tester. Static and dynamic tests were conducted, with a COF of 0-0.5 cm and of 0.5-13 cm, respectively. The applied sled was 200 or 500 g. Results showed that, the coefficient of friction was significantly higher for all ethylene-vinyl acetate samples compared to the corresponding natural rubber samples. The measured values were 8 to 16 % higher for ethylene-vinyl acetate, indicating a better traction against slipping and reduced chance of freeing the goods.