CA1088018A - Apparatus and method for transporting cargo between a water vessel and a quay - Google Patents
Apparatus and method for transporting cargo between a water vessel and a quayInfo
- Publication number
- CA1088018A CA1088018A CA302,355A CA302355A CA1088018A CA 1088018 A CA1088018 A CA 1088018A CA 302355 A CA302355 A CA 302355A CA 1088018 A CA1088018 A CA 1088018A
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- Prior art keywords
- cargo
- quay
- pontoon
- members
- vessel
- Prior art date
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- 238000000034 method Methods 0.000 title claims abstract description 18
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- 229920000136 polysorbate Polymers 0.000 abstract 1
- 230000007246 mechanism Effects 0.000 description 3
- MJBPUQUGJNAPAZ-AWEZNQCLSA-N butin Chemical compound C1([C@@H]2CC(=O)C3=CC=C(C=C3O2)O)=CC=C(O)C(O)=C1 MJBPUQUGJNAPAZ-AWEZNQCLSA-N 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- MJBPUQUGJNAPAZ-UHFFFAOYSA-N Butine Natural products O1C2=CC(O)=CC=C2C(=O)CC1C1=CC=C(O)C(O)=C1 MJBPUQUGJNAPAZ-UHFFFAOYSA-N 0.000 description 1
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- 238000005259 measurement Methods 0.000 description 1
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- Ship Loading And Unloading (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE :
Apparatus for transporting cargo between a water vessel and a quay comprising: a pair of elongate substantially parallel pontoon members extending substantially perpendicularly to the edge of said quay, the pontoon members being spaced from each other so as to define an area between them for accommodating at least one water vessel and wherein each pontoon member has a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof be-tween said first and second ends; and mobile crane apparatus including a pair of carriage assemblies, each of the carriage assemblies being supported for movement on said track means of a respective one of the pontoon members, a beam member having end portions affixed to respective ones of the carriage assemblies, the beam member extending substantially horizontally over the vessel accommodating area, and means associated with the beam member for engaging and supporting the cargo. And a method for transporting a cargo between a water vessel and a quay.
Apparatus for transporting cargo between a water vessel and a quay comprising: a pair of elongate substantially parallel pontoon members extending substantially perpendicularly to the edge of said quay, the pontoon members being spaced from each other so as to define an area between them for accommodating at least one water vessel and wherein each pontoon member has a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof be-tween said first and second ends; and mobile crane apparatus including a pair of carriage assemblies, each of the carriage assemblies being supported for movement on said track means of a respective one of the pontoon members, a beam member having end portions affixed to respective ones of the carriage assemblies, the beam member extending substantially horizontally over the vessel accommodating area, and means associated with the beam member for engaging and supporting the cargo. And a method for transporting a cargo between a water vessel and a quay.
Description
lQ88018 The present invention relates to an apparatus and a method for transporting cargo between a water vessel and a quay.
Previously generally employed methods for the cargo hand-ling of vessels include the Lo-Lo system (Lift-on Lift-off) and the Ro-Ro system (Roll-on Roll-off), the names of which suffice to describe the method by which the cargo is handled.
Numerous disadvantages have transpired, however, in these known methods:disadvantages that have prompted the present invention.
The most important of the disadvantages in the known systems of cargo handling include, first, the circumstance that they require large investments in the form of quays and quayside equipment. Further, the frequently very great variation in water level in harbours and changes in the draught of vessels impede the loading and unloading, to the extent that the Ro-Ro system, for instance, becomes unsuitable, as the ramps between vessel and quayside become too steep. It is also a disadvantage that, for examp]e, when use is made of familiar harbour cranes moving on tracks the reach of the crane imposes a limit on the horizontal movement of cargo, and the crane operator is not always able to follow closely the position of the load, which might swing; from all of which there ensues a substantial risk of in~ury and of damage to cargo or equipment. In addition, the familiar Ro-Ro system has the disadvantage of requiring special str~ctures for the vessel being loaded.
The purpose of the present invention is to avoid the disadvantages described, and to provide an apparatus and a method which unite the advantages of the Lo-Lo and Ro-Ro cargo handling systems. The purpose is also to provide an apparatus and a method which are more advantageous than the previous ones in operating costs, and which are suitable for the loading and unloading of open barges, especially in inland waters.
According to the present invention there is provided 1(~81~3~18 ~ pparatus for transporting cargo between a water vessel and a quay comprising: a pair of elongate substantially parallel pontoon members extending substantially perpendicularly to the edge oE said q~ay, the pontoon members being spaced from each other so as to deEine an area between them for accommodating at least one water vessel and wherein each potoon member has a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between the Eirst and second ends; and mobile crane apparatus including a pair of carriage assemblies, each of the carriage assemblies being supported for movement on the track means of a respective one of the pontoon members, a beam member having end portions affixed to respective ones of the carriage assemblies, the beam member extending substantially horizontally over the vessel accommodating area, and means associated with the beam member for engaging and supporting the cargo.
~ ccording to the present i.nventi.on, there is also provided a method :Eor transporting cargo between a water vessel and a quay comprising the steps of locating a pair of elongate pontoon members substantially parallel to and spaced from each other, so that each pontoon member is substantially perpendicular to the edge oE lhe quay, each pontoon member having a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between said first and second ends, an area being defined between the pontoon members for accommodating the water vessel; providing mobile crane apparatus including a pair of carriage assemblies, each of the carriage assemblies being movably engaged on the track means of a respective one of the pontoon members, a beam member having end portions affixed to respective ones of the carriage assemblies, the beam member extending substantially horizontal-ly over the vessel accommodating area, and means associated with ~Q8E~8 the beam member for engaging and supporting the cargo;
directing the water vessel into the accommodating area defined between the pontoon members; locating the mobile crane appara-tus by moving the carriage members on the pontoon members to a position wherein the cargo engaging means substantiaIly verti-cally overlies the cargo to be transported; causing the cargo engaging means to engage the cargo; transporting the cargo by relocating the mobile crane apparatus by moving the carriage members on the pontoon members to a position wherein the cargo enga(3ing means substantially vertically overlies the area to which the cargo is to be transported; and causing the cargo engaging means to disengage the cargo.
The advantages provided by the apparatus and the method of the invention over known cargo handling apparatuses will be listed once again below:
- The crane can do the lifting or lowering at the right point and properly, as the crane operator can watch closely the position of the load~ For the horiæontal transporting of the load, the load can be prevented from swinging - usually by hoisting it up until it is fast with the upper beam - and thus swinging of the load will consequently not hamper the operations of the crane during a run between the vessel and the loading/unloading point on shore.
- By means of the system the advantages of the familiar Lo-Lo (Lift-on Lift-off) and Ro-Ro (Roll-on Roll-off) cargo hand-ling systems can be combined: the vertical raising/
~\
\~
~ -2a-lQ88018 lowering of the load, and the unrestricted transfer in the quay area can be safely performed with a single item of equipment, without intermediate handling.
The system requires no special structures in the vessel being loaded, that is, it can be applied to the cargo handling of existing vessels.
By means of the system a single crane (and one man) can do the lifting transfer and placing of the cargo of a vessel, as well as the attaching and detaching of the crane to and from the load.
By means of the system it is possible to handle various kinds of dry cargo (including bulk cargo) and also heavy and/or bulky packages.
The system does not require conventional quaysides and not much quay space.
The tracks on the decks of the pontoons which are a part of the system can be kept on a level with the quay.
Changes in the draught of the vessel do not affect the efficiency of the method.
The vessel need not be moored, as it will stay put between the pontoons.
The system can be moved about on water, and can quickly be put into operation condition.
The investment required by the system is substantially lower than that for the familiar cargo handling systems.
The system is also economical in terms of operating costs;
for a minimum of labour is required, little equipment is in need of service, and that service is easy to provide?
Safety at work and the working conditions are good. The risk of damage to cargo is small.
The system is particularly applicable in the loading and unloading of open barges. As barges are highly suitable - -lQ88~)18 for traffic on inland waterways (rivers, canals, lakes and shallow sheltered seacoasts), this s~stem can be used to extend efficient and economical sea transport to local-ities that would otherwise depend on land transport for contact with the sea ports. Examples are the industrial establishments, say, along the shores of Lake Saimaa (the loaded barges will then be transported to destinations overseas by means of special barge transporting vessels).
Embodiments of the invention will be described in detail hereinafter in a non-limitative manner, having reference the attached drawings, wherein:
Fig. 1 shows pontoons used in the manner of the invention, tied up to a quayside, axonometrically.
Fig. 2 shows a mobile crane in accordance with the invention, in a position extending over the vessel for the loading and/or unloading of cargo, viewed lengthwise.
Fig. 3 shows the mobile crane in accordance with Figure 2, as viewed from the side.
Fig. 4 shows another application of the invention, viewed axinometrically.
In accordance with Figure 1, pontoons 30a and 30b, which are basically rectangular in cross-section, are fixed at their one end with bonds 34 to the quayside 33, in connec-tion with which there is an area B for cargo that is to be loaded or unloaded and for the movement of the mobile crane 20. The pontoons 30 extend basically at right angles from the quayside 33, and the distance between them is such as to accommodate the vessel 10 that is to be loaded and/or unloaded (Fig. 2) in the space A between them. The shore ends of the pontoons 30 are connected by ramps 38 with the shore, and the top of the pontoons 30 is equipped with the tracks 37a 8~3V~8 and 37b respectively for the mobile crane 20 of a construction that appears from Figures 2 and 3.
The mobile crane 20 shown in Figures 2 and 3 is, in itself, of a known structure and has pairs of wheels 23 (e.g. rubber-tyred wheels) on either side, above which are - -the lower frames 22 at which the engine and other equipment of the mobile crane have been rigged. From the lower frame 22 two vertical beams 21a and 21b rise at a distance from each other, both being connected to the respective beams on the other side of the frame by means of the horizontal beams 27a and 27b respectively. The carriages 28 move aLong the horizontal beams 27, to which are connected with lifting cables 29 the elements 25 for grasping the cargo, which elements 25 may have been constructed, for instance, for use with lifting frame containers. By means of the carriage 28 the necessary transversal transfer of the cargo can be accomplished in the direction of the beams 27, and the lifting and lowering of the cargo is done by means of the hoisting cables 29. In the middle of the lower frame 22 the cabin 26 is located which is relatively high so as to provide good visibility when the crane 20 is being moved and when the cargo is being handled. The crane 20 is most suitably equipped with hydraulic controls so that all its wheels 23 can be independently turned and are equipped with hydraulic hub motors which can be run independently of one another.
The loading and/or unloading of the vessel 10 in the ^
space A between the pontoons 30a and 30b can be carried out as Lollows. In this connection the most suitable procedure is to run the vessel 10 in between the pontoons 30 and to connect the pontoons 30 at their one end by a special bond 31 and a locking element 36 to each other so as to enclose the vessel in the space A without having specifically to moor it. By mobile A
lQ8~18 crane 20 the cargo, e.g. the container on shore, is grasped and the crane 20 runs over the ramps 38 along the tracks 37 to a position across and above the vessel 10 and by means of the transversal motion of the crane 20 the cargo llb is brought into a suitable place relative to the vessel, after which the cargo llb is lowered into the vessel 10. In Figure 2 the cargo lla brought to the vessel lOa is shown. The vessel 10 is indicated as at fulldraught by means of a dash line and the reference mark lOb. The unloading of the cargo takes place in the reverse order butin the same manner as the loading.
For the transport of the cargo 11, the cargo and/or the lifting elements 25 are pulled up against the top beam 27 so as to prevent the swinging of the cargo.
The top 30b of the pontoons 30a have the tracks 37a and 37b respectively equipped, for instance, with suitable surfacing for friction. In connection with the tracks 37 there may also be raised sections 37 on both sides of the tracks to ensure that the crane 20 will remain on the pontoons 30.
The outer ends of the pontoon 30 are connected with the special bond 31 which can be opened to guide the vessel into the space A
and can afterwards be locked into place so that the vessel will stay in space A without any separate mooring, and then be opened by its locking elements 36 and be moved to allow the vessel to leave space A. The other end of the pontoons 30 - had a projection which is fixed to the quayside 33, for instance by bond 35.
Fig. ~ shoes another application of the invention, and the mobile crane 20' used in it is basically like the one ~ = - _ ~
-_ ... . ... . . .
~08~18 described above. The mobile crane 20' has been fitted, however, so as to move on the pontoons 30a' and 30b', without running at all on the shore or quay areas B. At the shore end of the pontoons 30a' and 30b' there is the area 41 which connects the adjacent pontoons 30a' and 30b' on which the mobile crane 20' can run. When the described pontoon equipment is used, a ramp 38' will be arranged from the area 41 through which the straddle carrier 42 or other similar cargo handling equipment such as lorries of lift trucks are able to move from the quay area B to the pontoon area 41 to fetch or bring cargo.
An application of the type shown in Figure 4 equipped with a long ramp 38' is particularly suitable when the pontoon combination cannot be taken all the way to the shore on account of shallow water.
In accordance with Figure 4 the pontoons 30a' and 30b' are of such a length that there is room between them for two vessels end to end; in Figure 4 two open barges lOc and lOd, one of which lOc has been loaded to the point that there are containers llc on its top deck. The loading of barge lOd is in progress, with containers lld being loaded into the hold of barge lOd. A straddle carrier is bringing cargo to lle which it leaves in the area 41 from where a mobile crane 20' carries it on to vessel 10 between pontoons 30a' and 30b'. With the application of the invention shown in Figure 4, several straddle carriers 42 can be used, or other such equipment, especially when the distances of cargo transfer in the quayside area B are relatively long ones. The moving of the cargo into a vessel between the pontoons 30a' and 30b' ; 30 or away therefrom can be performed either with a mobile crane 20' taking or leaving the cargo 11 directly to the carrier in the position of carrier 42, or by first putting the cargo - 1~81~18 down in area 41 which, if necessary can be made far longer than indicated in Figure 4, in order to provide adequate space for cargo handling. Figure 4 shows the width of area 41 to be the same as the distance between the outer edges of pontoons 30a' and 30b' but when necessary area 41 can be made broader to meet the requirement of cargo handling and type of cargo. Figure 4 shows the pontoon equipment to be fitted with Lailings 43 which ensure that the mobile crane 20' remains on the pontoons.
The pontoons can be equipped with a mechanism for the adjustment of the elevation of the track 37 (mechanism not shown) or with ballast so that the tracks 37 can be basically adjusted to the elevation of the top of the quayside 33 irrespec-tive of the variations in the water level W. Several different kinds of such adjusting mechanisms functioning, for example, on hydraulic cylinders, are available and their details need not be dealt with in this context.
The apparatus of the present invention and the method used therewith is particularly well suited for the loading and unloading of open barges. As examples of such barges there may be mentioned the Eurooppa 11 and Eurooppa llA, the measure-ments of which are approximately 11,5 meters by 76,5 m.
In fact, the loading can be performed with quite large loads, as the capacities of the mobile cranes are roughly 20 to 40 tons.
The mobile crane 20 was described above as moving on rubber-tyred wheels 23. In large ports, especially, the mobile crane can be fitted so as to move on rails, and the rails can be extended on to the pontoons 30.
If suitable quayside constructions are readily available, the invention can also be implemented by employing A`~
` 1(;)8Ei~18 only one pontoon 30 that floats on the water, and this pontoon is attached in a manner corresponding to the above description, parallel to the quay in such a way that a space corresponding to the above space A is left between the pontoon and the quayside, the width of the space A matching the width of the vessel and the mobile crane 20. In this case the loading and/
or unloading of the vessel can be performed in the manner that transpires from Figures 2 and 3 with, however, the wheels on the one side of the mobile crane 20 running on the quayside 0 while the wheels on the other side run on pontoon 30. In this application the bond shown in Figure 1 can also be used between the end of the pontoon and the quay parallel to the pontoon.
The invention can also exploit the advantages of the previously known mobile cranes, which include the saving of cargo space on the quayside, because the mobile crane is able to move in very narrow gaps between cargoes and to stack several loads such as containers on top of one another. Another advantage is that the vessel's space for cargo can be utilised as fully as possible, for by the invented method there is no need to leave room for the cargo handling vehicles, as is the case in Ro-Ro methods.
The invention is in no way narrowly restricted to the details described above for the sake of example: details that may vary within the scope of the inventive idea defined in the patent claims presented below.
.,
Previously generally employed methods for the cargo hand-ling of vessels include the Lo-Lo system (Lift-on Lift-off) and the Ro-Ro system (Roll-on Roll-off), the names of which suffice to describe the method by which the cargo is handled.
Numerous disadvantages have transpired, however, in these known methods:disadvantages that have prompted the present invention.
The most important of the disadvantages in the known systems of cargo handling include, first, the circumstance that they require large investments in the form of quays and quayside equipment. Further, the frequently very great variation in water level in harbours and changes in the draught of vessels impede the loading and unloading, to the extent that the Ro-Ro system, for instance, becomes unsuitable, as the ramps between vessel and quayside become too steep. It is also a disadvantage that, for examp]e, when use is made of familiar harbour cranes moving on tracks the reach of the crane imposes a limit on the horizontal movement of cargo, and the crane operator is not always able to follow closely the position of the load, which might swing; from all of which there ensues a substantial risk of in~ury and of damage to cargo or equipment. In addition, the familiar Ro-Ro system has the disadvantage of requiring special str~ctures for the vessel being loaded.
The purpose of the present invention is to avoid the disadvantages described, and to provide an apparatus and a method which unite the advantages of the Lo-Lo and Ro-Ro cargo handling systems. The purpose is also to provide an apparatus and a method which are more advantageous than the previous ones in operating costs, and which are suitable for the loading and unloading of open barges, especially in inland waters.
According to the present invention there is provided 1(~81~3~18 ~ pparatus for transporting cargo between a water vessel and a quay comprising: a pair of elongate substantially parallel pontoon members extending substantially perpendicularly to the edge oE said q~ay, the pontoon members being spaced from each other so as to deEine an area between them for accommodating at least one water vessel and wherein each potoon member has a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between the Eirst and second ends; and mobile crane apparatus including a pair of carriage assemblies, each of the carriage assemblies being supported for movement on the track means of a respective one of the pontoon members, a beam member having end portions affixed to respective ones of the carriage assemblies, the beam member extending substantially horizontally over the vessel accommodating area, and means associated with the beam member for engaging and supporting the cargo.
~ ccording to the present i.nventi.on, there is also provided a method :Eor transporting cargo between a water vessel and a quay comprising the steps of locating a pair of elongate pontoon members substantially parallel to and spaced from each other, so that each pontoon member is substantially perpendicular to the edge oE lhe quay, each pontoon member having a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between said first and second ends, an area being defined between the pontoon members for accommodating the water vessel; providing mobile crane apparatus including a pair of carriage assemblies, each of the carriage assemblies being movably engaged on the track means of a respective one of the pontoon members, a beam member having end portions affixed to respective ones of the carriage assemblies, the beam member extending substantially horizontal-ly over the vessel accommodating area, and means associated with ~Q8E~8 the beam member for engaging and supporting the cargo;
directing the water vessel into the accommodating area defined between the pontoon members; locating the mobile crane appara-tus by moving the carriage members on the pontoon members to a position wherein the cargo engaging means substantiaIly verti-cally overlies the cargo to be transported; causing the cargo engaging means to engage the cargo; transporting the cargo by relocating the mobile crane apparatus by moving the carriage members on the pontoon members to a position wherein the cargo enga(3ing means substantially vertically overlies the area to which the cargo is to be transported; and causing the cargo engaging means to disengage the cargo.
The advantages provided by the apparatus and the method of the invention over known cargo handling apparatuses will be listed once again below:
- The crane can do the lifting or lowering at the right point and properly, as the crane operator can watch closely the position of the load~ For the horiæontal transporting of the load, the load can be prevented from swinging - usually by hoisting it up until it is fast with the upper beam - and thus swinging of the load will consequently not hamper the operations of the crane during a run between the vessel and the loading/unloading point on shore.
- By means of the system the advantages of the familiar Lo-Lo (Lift-on Lift-off) and Ro-Ro (Roll-on Roll-off) cargo hand-ling systems can be combined: the vertical raising/
~\
\~
~ -2a-lQ88018 lowering of the load, and the unrestricted transfer in the quay area can be safely performed with a single item of equipment, without intermediate handling.
The system requires no special structures in the vessel being loaded, that is, it can be applied to the cargo handling of existing vessels.
By means of the system a single crane (and one man) can do the lifting transfer and placing of the cargo of a vessel, as well as the attaching and detaching of the crane to and from the load.
By means of the system it is possible to handle various kinds of dry cargo (including bulk cargo) and also heavy and/or bulky packages.
The system does not require conventional quaysides and not much quay space.
The tracks on the decks of the pontoons which are a part of the system can be kept on a level with the quay.
Changes in the draught of the vessel do not affect the efficiency of the method.
The vessel need not be moored, as it will stay put between the pontoons.
The system can be moved about on water, and can quickly be put into operation condition.
The investment required by the system is substantially lower than that for the familiar cargo handling systems.
The system is also economical in terms of operating costs;
for a minimum of labour is required, little equipment is in need of service, and that service is easy to provide?
Safety at work and the working conditions are good. The risk of damage to cargo is small.
The system is particularly applicable in the loading and unloading of open barges. As barges are highly suitable - -lQ88~)18 for traffic on inland waterways (rivers, canals, lakes and shallow sheltered seacoasts), this s~stem can be used to extend efficient and economical sea transport to local-ities that would otherwise depend on land transport for contact with the sea ports. Examples are the industrial establishments, say, along the shores of Lake Saimaa (the loaded barges will then be transported to destinations overseas by means of special barge transporting vessels).
Embodiments of the invention will be described in detail hereinafter in a non-limitative manner, having reference the attached drawings, wherein:
Fig. 1 shows pontoons used in the manner of the invention, tied up to a quayside, axonometrically.
Fig. 2 shows a mobile crane in accordance with the invention, in a position extending over the vessel for the loading and/or unloading of cargo, viewed lengthwise.
Fig. 3 shows the mobile crane in accordance with Figure 2, as viewed from the side.
Fig. 4 shows another application of the invention, viewed axinometrically.
In accordance with Figure 1, pontoons 30a and 30b, which are basically rectangular in cross-section, are fixed at their one end with bonds 34 to the quayside 33, in connec-tion with which there is an area B for cargo that is to be loaded or unloaded and for the movement of the mobile crane 20. The pontoons 30 extend basically at right angles from the quayside 33, and the distance between them is such as to accommodate the vessel 10 that is to be loaded and/or unloaded (Fig. 2) in the space A between them. The shore ends of the pontoons 30 are connected by ramps 38 with the shore, and the top of the pontoons 30 is equipped with the tracks 37a 8~3V~8 and 37b respectively for the mobile crane 20 of a construction that appears from Figures 2 and 3.
The mobile crane 20 shown in Figures 2 and 3 is, in itself, of a known structure and has pairs of wheels 23 (e.g. rubber-tyred wheels) on either side, above which are - -the lower frames 22 at which the engine and other equipment of the mobile crane have been rigged. From the lower frame 22 two vertical beams 21a and 21b rise at a distance from each other, both being connected to the respective beams on the other side of the frame by means of the horizontal beams 27a and 27b respectively. The carriages 28 move aLong the horizontal beams 27, to which are connected with lifting cables 29 the elements 25 for grasping the cargo, which elements 25 may have been constructed, for instance, for use with lifting frame containers. By means of the carriage 28 the necessary transversal transfer of the cargo can be accomplished in the direction of the beams 27, and the lifting and lowering of the cargo is done by means of the hoisting cables 29. In the middle of the lower frame 22 the cabin 26 is located which is relatively high so as to provide good visibility when the crane 20 is being moved and when the cargo is being handled. The crane 20 is most suitably equipped with hydraulic controls so that all its wheels 23 can be independently turned and are equipped with hydraulic hub motors which can be run independently of one another.
The loading and/or unloading of the vessel 10 in the ^
space A between the pontoons 30a and 30b can be carried out as Lollows. In this connection the most suitable procedure is to run the vessel 10 in between the pontoons 30 and to connect the pontoons 30 at their one end by a special bond 31 and a locking element 36 to each other so as to enclose the vessel in the space A without having specifically to moor it. By mobile A
lQ8~18 crane 20 the cargo, e.g. the container on shore, is grasped and the crane 20 runs over the ramps 38 along the tracks 37 to a position across and above the vessel 10 and by means of the transversal motion of the crane 20 the cargo llb is brought into a suitable place relative to the vessel, after which the cargo llb is lowered into the vessel 10. In Figure 2 the cargo lla brought to the vessel lOa is shown. The vessel 10 is indicated as at fulldraught by means of a dash line and the reference mark lOb. The unloading of the cargo takes place in the reverse order butin the same manner as the loading.
For the transport of the cargo 11, the cargo and/or the lifting elements 25 are pulled up against the top beam 27 so as to prevent the swinging of the cargo.
The top 30b of the pontoons 30a have the tracks 37a and 37b respectively equipped, for instance, with suitable surfacing for friction. In connection with the tracks 37 there may also be raised sections 37 on both sides of the tracks to ensure that the crane 20 will remain on the pontoons 30.
The outer ends of the pontoon 30 are connected with the special bond 31 which can be opened to guide the vessel into the space A
and can afterwards be locked into place so that the vessel will stay in space A without any separate mooring, and then be opened by its locking elements 36 and be moved to allow the vessel to leave space A. The other end of the pontoons 30 - had a projection which is fixed to the quayside 33, for instance by bond 35.
Fig. ~ shoes another application of the invention, and the mobile crane 20' used in it is basically like the one ~ = - _ ~
-_ ... . ... . . .
~08~18 described above. The mobile crane 20' has been fitted, however, so as to move on the pontoons 30a' and 30b', without running at all on the shore or quay areas B. At the shore end of the pontoons 30a' and 30b' there is the area 41 which connects the adjacent pontoons 30a' and 30b' on which the mobile crane 20' can run. When the described pontoon equipment is used, a ramp 38' will be arranged from the area 41 through which the straddle carrier 42 or other similar cargo handling equipment such as lorries of lift trucks are able to move from the quay area B to the pontoon area 41 to fetch or bring cargo.
An application of the type shown in Figure 4 equipped with a long ramp 38' is particularly suitable when the pontoon combination cannot be taken all the way to the shore on account of shallow water.
In accordance with Figure 4 the pontoons 30a' and 30b' are of such a length that there is room between them for two vessels end to end; in Figure 4 two open barges lOc and lOd, one of which lOc has been loaded to the point that there are containers llc on its top deck. The loading of barge lOd is in progress, with containers lld being loaded into the hold of barge lOd. A straddle carrier is bringing cargo to lle which it leaves in the area 41 from where a mobile crane 20' carries it on to vessel 10 between pontoons 30a' and 30b'. With the application of the invention shown in Figure 4, several straddle carriers 42 can be used, or other such equipment, especially when the distances of cargo transfer in the quayside area B are relatively long ones. The moving of the cargo into a vessel between the pontoons 30a' and 30b' ; 30 or away therefrom can be performed either with a mobile crane 20' taking or leaving the cargo 11 directly to the carrier in the position of carrier 42, or by first putting the cargo - 1~81~18 down in area 41 which, if necessary can be made far longer than indicated in Figure 4, in order to provide adequate space for cargo handling. Figure 4 shows the width of area 41 to be the same as the distance between the outer edges of pontoons 30a' and 30b' but when necessary area 41 can be made broader to meet the requirement of cargo handling and type of cargo. Figure 4 shows the pontoon equipment to be fitted with Lailings 43 which ensure that the mobile crane 20' remains on the pontoons.
The pontoons can be equipped with a mechanism for the adjustment of the elevation of the track 37 (mechanism not shown) or with ballast so that the tracks 37 can be basically adjusted to the elevation of the top of the quayside 33 irrespec-tive of the variations in the water level W. Several different kinds of such adjusting mechanisms functioning, for example, on hydraulic cylinders, are available and their details need not be dealt with in this context.
The apparatus of the present invention and the method used therewith is particularly well suited for the loading and unloading of open barges. As examples of such barges there may be mentioned the Eurooppa 11 and Eurooppa llA, the measure-ments of which are approximately 11,5 meters by 76,5 m.
In fact, the loading can be performed with quite large loads, as the capacities of the mobile cranes are roughly 20 to 40 tons.
The mobile crane 20 was described above as moving on rubber-tyred wheels 23. In large ports, especially, the mobile crane can be fitted so as to move on rails, and the rails can be extended on to the pontoons 30.
If suitable quayside constructions are readily available, the invention can also be implemented by employing A`~
` 1(;)8Ei~18 only one pontoon 30 that floats on the water, and this pontoon is attached in a manner corresponding to the above description, parallel to the quay in such a way that a space corresponding to the above space A is left between the pontoon and the quayside, the width of the space A matching the width of the vessel and the mobile crane 20. In this case the loading and/
or unloading of the vessel can be performed in the manner that transpires from Figures 2 and 3 with, however, the wheels on the one side of the mobile crane 20 running on the quayside 0 while the wheels on the other side run on pontoon 30. In this application the bond shown in Figure 1 can also be used between the end of the pontoon and the quay parallel to the pontoon.
The invention can also exploit the advantages of the previously known mobile cranes, which include the saving of cargo space on the quayside, because the mobile crane is able to move in very narrow gaps between cargoes and to stack several loads such as containers on top of one another. Another advantage is that the vessel's space for cargo can be utilised as fully as possible, for by the invented method there is no need to leave room for the cargo handling vehicles, as is the case in Ro-Ro methods.
The invention is in no way narrowly restricted to the details described above for the sake of example: details that may vary within the scope of the inventive idea defined in the patent claims presented below.
.,
Claims (11)
1. Apparatus for transporting cargo between a water vessel and a quay comprising:
a pair of elongate substantially parallel pontoon members extending substantially perpendicularly to the edge of said quay, said pontoon members being spaced from each other so as to define an area between them for accommodating at least one water vessel and wherein each pontoon member has a first end proximate to the quay edge and a second distal end and track means extend-ing over the substantial length thereof between said first and second ends; and mobile crane apparatus including a pair of carriage assemblies, each of said carriage assemblies being supported for movement on said track means of a respective one of said pontoon members, a beam member having end portions affixed to respective ones of said carriage assemblies, said beam member extending substantially horizontally over the vessel accommodating area, and means associated with said beam member for engaging and supporting the cargo.
a pair of elongate substantially parallel pontoon members extending substantially perpendicularly to the edge of said quay, said pontoon members being spaced from each other so as to define an area between them for accommodating at least one water vessel and wherein each pontoon member has a first end proximate to the quay edge and a second distal end and track means extend-ing over the substantial length thereof between said first and second ends; and mobile crane apparatus including a pair of carriage assemblies, each of said carriage assemblies being supported for movement on said track means of a respective one of said pontoon members, a beam member having end portions affixed to respective ones of said carriage assemblies, said beam member extending substantially horizontally over the vessel accommodating area, and means associated with said beam member for engaging and supporting the cargo.
2. Cargo transport apparatus as recited in claim 1, further including means extending between the distal ends of said pontoon members for selectively opening and closing the vessel accommodating area defined by said pontoon members.
3. Cargo transport apparatus as recited in claim 1 further including a pair of ramp members, each extending between a respective pontoon member and the quay, said track means further extending over said ramps and terminating on said quay whereby said crane apparatus can be moved between the quay and the pontoon members.
4. Cargo transport apparatus as recited in claim 1, further including means for selectively adjusting the height of said track means whereby said track means are vertically adjustable relative to the quay and water level.
5. Cargo transport apparatus as recited in claim 1 further including a buoyant platform member contiguous with the edge of said quay, said pair of elongate pontoon members being integrally formed with and extending from said platform member.
6. Cargo transport apparatus as recited in claim 5 further including means extending between the distal ends of said pontoon members for selectively opening and closing the vessel accommodating area defined by said pontoon members.
7. Cargo transport apparatus as recited in claim 5 wherein said track means extend over the substantial length of said pontoon members and terminate at a point on said platform member whereby said crane apparatus is movable to a position wherein said cargo engaging and supporting means vertically overlies said platform member.
8. Apparatus for transporting cargo between a water vess vessel and a quay comprising:
a pair of elongate substantially parallel pontoon members extending substantially perpendicularly to the edge of said quay, said pontoon members being spaced from each other so as to define an area between them for accommodating at least one water vessel and wherein each pontoon member has a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between said first and second ends; and mobile crane apparatus including a pair of carriage assemblies, each of said carriage assemblies being supported for movement on said track means of a respective one of said pontoon members, a beam member having end portions affixed to respective ones of said carriage assemblies, said beam member extending substantially horizontally over the vessel accommodating area, and means associated with said beam member for engaging and supporting the cargo;
ramp means extending between and interconnecting the first end of each of said pontoon members and the quay; and means for adjusting the height of said track means relative to the quay for substantially aligning said track means with the surface of said quay;
whereby said crane apparatus can be moved between said pontoon members and quay over said ramp means.
a pair of elongate substantially parallel pontoon members extending substantially perpendicularly to the edge of said quay, said pontoon members being spaced from each other so as to define an area between them for accommodating at least one water vessel and wherein each pontoon member has a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between said first and second ends; and mobile crane apparatus including a pair of carriage assemblies, each of said carriage assemblies being supported for movement on said track means of a respective one of said pontoon members, a beam member having end portions affixed to respective ones of said carriage assemblies, said beam member extending substantially horizontally over the vessel accommodating area, and means associated with said beam member for engaging and supporting the cargo;
ramp means extending between and interconnecting the first end of each of said pontoon members and the quay; and means for adjusting the height of said track means relative to the quay for substantially aligning said track means with the surface of said quay;
whereby said crane apparatus can be moved between said pontoon members and quay over said ramp means.
9. A method for transporting cargo between a water vessel and a quay comprising the steps of:
locating a pair of elongate pontoon members substantially parallel to and spaced from each other, so that each pontoon member is substantially perpendicular to the edge of the quay, each pontoon member having a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between said first and second ends, an area being defined between the pontoon members for accomodating said water vessel;
providing mobile crane apparatus including a pair of carriage assemblies, each of said carriage assemblies being movably engaged on said track means of a respective one of said pontoon members, a beam member having end portions affixed to respective ones of said carriage assemblies, said beam member extending substantially horizontally over the vessel accommodating area, and means associated with said beam member for engaging and supporting the cargo;
directing the water vessel into the accommodating area defined between said pontoon members;
locating the mobile crane apparatus by moving said carriage members on said pontoon members to a position wherein said cargo engaging means substantially vertically overlies the cargo to be transported;
causing said cargo engaging means to engage said cargo;
transporting said cargo by relocating the mobile crane apparatus by moving said carriage members on said pontoon members to a position wherein said cargo engaging means sub-stantially vertically overlies the area to which the cargo is to be transported; and causing said cargo engaging means to disengage said cargo.
locating a pair of elongate pontoon members substantially parallel to and spaced from each other, so that each pontoon member is substantially perpendicular to the edge of the quay, each pontoon member having a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between said first and second ends, an area being defined between the pontoon members for accomodating said water vessel;
providing mobile crane apparatus including a pair of carriage assemblies, each of said carriage assemblies being movably engaged on said track means of a respective one of said pontoon members, a beam member having end portions affixed to respective ones of said carriage assemblies, said beam member extending substantially horizontally over the vessel accommodating area, and means associated with said beam member for engaging and supporting the cargo;
directing the water vessel into the accommodating area defined between said pontoon members;
locating the mobile crane apparatus by moving said carriage members on said pontoon members to a position wherein said cargo engaging means substantially vertically overlies the cargo to be transported;
causing said cargo engaging means to engage said cargo;
transporting said cargo by relocating the mobile crane apparatus by moving said carriage members on said pontoon members to a position wherein said cargo engaging means sub-stantially vertically overlies the area to which the cargo is to be transported; and causing said cargo engaging means to disengage said cargo.
10. The method of claim 9 wherein the vertical height of said track means is selectively adjustable relative to the quay and water level and further including the step of adjusting the vertical height of said track means whereby the track means is substantially aligned with the surface of the quay.
11. A method for transporting cargo between a water vessel and a quay comprising the steps of:
locating a pair of elongate pontoon members substantially parallel to and spaced from each other, so that each pontoon member is substantially perpendicular to the edge of the quay, each pontoon member having a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between said first and second ends, an area being defined between the pontoon members for accommodating said water vessel;
providing mobile crane apparatus including a pair of carriage assemblies, each of said carriage assemblies being movably engaged on said track means of a respective one of said pontoon members, a beam member having end portions affixed to respective ones of said carriage assemblies, said beam member extending substantially horizontally over the vessel accommodating area, and means associated with said beam member for engaging and supporting the cargo;
providing ramp means which extend between and interconnect the first end of each of said pontoon members and the quay;
providing means for adjusting the height of said track means relative to the quay;
adjusting the height of said track means relative to the quay so as to substantially align said track means with the surface of said quay;
directing the water vessel into the accommodating area defined between said pontoon members;
locating the mobile crane apparatus by moving said carriage members on said pontoon members to a position wherein said cargo engaging means substantially vertically overlies the cargo to be transported;
causing said cargo engaging means to engage said cargo;
transporting said cargo by relocating the mobile crane apparatus by moving said carriage members on said track means of said pontoon members over said ramp means to a position wherein said engaging means substantially veritcally overlies the area to which the cargo is to be transported; and causing said cargo engaging means to disengage said cargo.
locating a pair of elongate pontoon members substantially parallel to and spaced from each other, so that each pontoon member is substantially perpendicular to the edge of the quay, each pontoon member having a first end proximate to the quay edge and a second distal end and track means extending over the substantial length thereof between said first and second ends, an area being defined between the pontoon members for accommodating said water vessel;
providing mobile crane apparatus including a pair of carriage assemblies, each of said carriage assemblies being movably engaged on said track means of a respective one of said pontoon members, a beam member having end portions affixed to respective ones of said carriage assemblies, said beam member extending substantially horizontally over the vessel accommodating area, and means associated with said beam member for engaging and supporting the cargo;
providing ramp means which extend between and interconnect the first end of each of said pontoon members and the quay;
providing means for adjusting the height of said track means relative to the quay;
adjusting the height of said track means relative to the quay so as to substantially align said track means with the surface of said quay;
directing the water vessel into the accommodating area defined between said pontoon members;
locating the mobile crane apparatus by moving said carriage members on said pontoon members to a position wherein said cargo engaging means substantially vertically overlies the cargo to be transported;
causing said cargo engaging means to engage said cargo;
transporting said cargo by relocating the mobile crane apparatus by moving said carriage members on said track means of said pontoon members over said ramp means to a position wherein said engaging means substantially veritcally overlies the area to which the cargo is to be transported; and causing said cargo engaging means to disengage said cargo.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA302,355A CA1088018A (en) | 1978-05-01 | 1978-05-01 | Apparatus and method for transporting cargo between a water vessel and a quay |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA302,355A CA1088018A (en) | 1978-05-01 | 1978-05-01 | Apparatus and method for transporting cargo between a water vessel and a quay |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1088018A true CA1088018A (en) | 1980-10-21 |
Family
ID=4111366
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA302,355A Expired CA1088018A (en) | 1978-05-01 | 1978-05-01 | Apparatus and method for transporting cargo between a water vessel and a quay |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1088018A (en) |
-
1978
- 1978-05-01 CA CA302,355A patent/CA1088018A/en not_active Expired
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