U.S. patent application number 10/621475 was filed with the patent office on 2005-01-20 for crane apparatus equipped with container security scanning system.
Invention is credited to Chattey, Nigel.
Application Number | 20050011849 10/621475 |
Document ID | / |
Family ID | 34062991 |
Filed Date | 2005-01-20 |
United States Patent
Application |
20050011849 |
Kind Code |
A1 |
Chattey, Nigel |
January 20, 2005 |
CRANE APPARATUS EQUIPPED WITH CONTAINER SECURITY SCANNING
SYSTEM
Abstract
Crane apparatus is equipped with a container security scanning
system for scanning containers for radioactive material, such as
neutron or gamma ray emissions. The crane apparatus has a crane for
unloading containers from a marine vessel and placing the
containers on a deck located at the portal girder level of the
crane and for transferring the containers from the deck to another
location. The container security scanning system comprises one or
more scanning units disposed on the deck, each scanning unit having
one or more scanning platforms for supporting a container such that
a bottom of the container is vertically spaced from the deck. A
scanning device is movable beneath the container in a space between
the underside of the scanning platforms and the deck for scanning
the container to detect whether radioactive material is present.
Existing cranes can be retrofitted with the container security
scanning system, and newly manufactured cranes can be upgraded to
include such a system.
Inventors: |
Chattey, Nigel;
(Irvington-on-Hudson, NY) |
Correspondence
Address: |
ADAMS & WILKS
31st Floor
50 Broadway
New York
NY
10004
US
|
Family ID: |
34062991 |
Appl. No.: |
10/621475 |
Filed: |
July 17, 2003 |
Current U.S.
Class: |
212/270 ;
378/57 |
Current CPC
Class: |
G01V 5/0075 20130101;
B66C 19/002 20130101 |
Class at
Publication: |
212/270 ;
378/057 |
International
Class: |
G01N 023/04 |
Claims
I claim:
1. Crane apparatus installed on a foundation situated in water,
comprising: a crane movable along the foundation for unloading
containers from a vessel docked along the foundation and placing
the containers on a deck of the crane and for transferring the
containers from the deck to another location; and a container
security scanning system for scanning the containers while the
containers are on the deck to determine the presence of radioactive
material in the containers.
2. Crane apparatus according to claim 1; wherein the deck is
located at the portal girder level of the crane.
3. Crane apparatus according to claim 1; wherein the container
security scanning system comprises one or more scanning units
disposed on the deck, each scanning unit having a scanning device
movable beneath a container on the deck for scanning the container
and detecting whether radioactive material is present in the
container.
4. Crane apparatus according to claim 3; wherein each scanning unit
comprises at least one scanning platform disposed on the deck for
supporting thereon a container such that a bottom of the container
is vertically spaced from the deck, the scanning device being
movable beneath the container in the space between the bottom of
the container and the deck.
5. Crane apparatus according to claim 4; wherein the scanning
device of each scanning unit is movable along rails supported by
support members.
6. Crane apparatus according to claim 5; wherein the support
members are connected to the scanning platform.
7. Crane apparatus according to claim 5; wherein the support
members are disposed on the deck.
8. Crane apparatus according to claim 3; wherein each scanning unit
comprises at least one scanning platform disposed on the deck for
supporting thereon a container, the scanning device being movable
beneath the container in a space between an underside of the
scanning platform and the deck.
9. Crane apparatus according to claim 8; wherein each scanning unit
includes a set of rails along which moves the scanning device, and
support members supporting the rails in the space between the
underside of the scanning platform and the deck.
10. Crane apparatus according to claim 8; wherein at least one of
the scanning units comprises two scanning platforms disposed on the
deck in end-to-end relation for jointly supporting thereon one
container or individually supporting thereon separate containers,
the scanning device being movable beneath the container or
containers in a space between an underside of the scanning
platforms and the deck.
11. Crane apparatus according to claim 8; wherein each of the
scanning units comprises two scanning platforms disposed on the
deck in end-to-end relation for jointly supporting thereon one
container or individually supporting thereon separate containers,
the scanning device of each scanning unit being movable beneath the
container or containers in a space between an underside of the
scanning platforms and the deck.
12. Crane apparatus according to claim 4; wherein each scanning
platform comprises a plurality of longitudinal support beams
connected to a plurality of transverse support beams to define a
platform for receiving thereon the container, and a plurality of
legs connected to the platform for supporting the platform in an
elevated position on the deck, the scanning device being movable
beneath the platform.
13. Crane apparatus installed on a foundation situated in water,
comprising: a crane movable along the foundation for unloading a
container from a vessel docked along the foundation and placing the
container on a deck of the crane and for transferring the container
from the deck to another location; and a scanning device movable
beneath the container while the container is on the deck to detect
whether radioactive material is present in the container.
14. Crane apparatus according to claim 13; further comprising a
scanning platform disposed on the deck and on which the container
is placed by the crane, the scanning platform supporting the
container in an elevated position on the deck, and the scanning
device being movable beneath the container in a space between an
underside of the scanning platform and the deck to scan the
container and detect whether radioactive material is present in the
container.
15. Crane apparatus according to claim 14; further including a set
of rails supported by support members in the space between the
underside of the scanning platform and the deck, the scanning
device being movable along the rails beneath the underside of the
scanning platform.
16. Crane apparatus according to claim 15; wherein the support
members are connected to the scanning platform.
17. Crane apparatus according to claim 15; wherein the support
members are disposed on the deck.
18. Crane apparatus according to claim 14; wherein the scanning
platform comprises a plurality of longitudinal support beams
connected to a plurality of transverse support beams to define a
platform for receiving thereon the container, and a plurality of
legs connected to the platform for supporting the platform in an
elevated position on the deck, the scanning device being movable
beneath the platform.
19. Crane apparatus according to claim 13; further comprising two
scanning platforms disposed on the deck in end-to-end relation for
jointly supporting thereon one container or individually supporting
thereon separate containers, the scanning platforms supporting the
container or containers in an elevated position on the deck, and
the scanning device being movable beneath the container or
containers in a space between an underside of the scanning
platforms and the deck.
20. Crane apparatus according to claim 13; wherein the scanning
device includes a gamma ray detector and a neutron detector.
21. Crane apparatus according to claim 13; wherein the scanning
device includes at least one of a gamma ray detector and a neutron
detector.
22. Crane apparatus according to claim 13; wherein the deck is
located at the portal girder level of the crane.
23. Crane apparatus installed on a foundation situated in water for
directly transshipping containers from a vessel moored alongside
the foundation to a land transportation mode without necessity of
ground placement of the containers, the crane apparatus comprising:
a parent crane mounted on the foundation and displaceable
therealong for unloading containers from a vessel moored alongside
the foundation and placing the containers on a deck of the parent
crane and for transferring containers from the deck to a platform
of the parent crane; a container security scanning system for
scanning the containers while on the deck to determine whether
radioactive material is present in the containers; and a sibling
crane mounted on the foundation and displaceable therealong beneath
the parent crane and independently of displacement of the parent
crane for loading containers from the platform to a land
transportation mode.
24. Crane apparatus according to claim 23; wherein the deck is
located at the portal girder level of the crane.
25. Crane apparatus according to claim 23; wherein the container
security scanning system comprises one or more scanning units
disposed on the deck, each scanning unit having a scanning device
movable beneath a container on the deck for scanning the container
and detecting whether radioactive material is present in the
container.
26. Crane apparatus according to claim 25; wherein each scanning
unit comprises at least one scanning platform disposed on the deck
for supporting thereon a container such that a bottom of the
container is vertically spaced from the deck, the scanning device
being movable beneath the container in the space between the bottom
of the container and the deck.
27. Crane apparatus according to claim 26; wherein the scanning
device of each scanning unit is movable along rails supported by
support members.
28. Crane apparatus according to claim 27; wherein the support
members are connected to the scanning platform.
29. Crane apparatus according to claim 27; wherein the support
members are disposed on the deck.
30. Crane apparatus according to claim 25; wherein each scanning
unit comprises at least one scanning platform disposed on the deck
for supporting thereon a container, the scanning device being
movable beneath the container in a space between an underside of
the scanning platform and the deck.
31. Crane apparatus according to claim 30; wherein each scanning
unit includes a set of rails along which moves the scanning device,
and support members supporting the rails in the space between the
underside of the scanning platform and the deck.
32. Crane apparatus according to claim 30; wherein at least one of
the scanning units comprises two scanning platforms disposed on the
deck in end-to-end relation for jointly supporting thereon one
container or individually supporting thereon separate containers,
the scanning device being movable beneath the container or
containers in a space between an underside of the scanning
platforms and the deck.
33. Crane apparatus according to claim 30; wherein each of the
scanning units comprises two scanning platforms disposed on the
deck in end-to-end relation for jointly supporting thereon one
container or individually supporting thereon separate containers,
the scanning device of each scanning unit being movable beneath the
container or containers in a space between an underside of the
scanning platforms and the deck.
34. Crane apparatus according to claim 26; wherein each scanning
platform comprises a plurality of longitudinal support beams
connected to a plurality of transverse support beams to define a
platform for receiving thereon the container, and a plurality of
legs connected to the platform for supporting the platform in an
elevated position on the deck, the scanning device being movable
beneath the platform.
35. Crane apparatus according to claim 23; wherein the land
transportation mode is a rail-road mode.
36. Crane apparatus according to claim 23; wherein the land
transportation mode is a road mode.
37. A method for screening containers for radioactive material
during transshipment of the containers by a crane from a marine
vessel to another location, comprising the steps of: using a crane
to transfer containers from a marine vessel to a deck of the crane;
scanning the containers while on the deck to determine whether
radioactive material is present in the containers; and using the
crane to transfer the containers from the deck to either a first
location or a second location depending on whether or not
radioactive material is determined to be present in the
containers.
38. A method according to claim 37; wherein the scanning step
comprises scanning a scanning device beneath the containers while
the containers are on the deck.
39. A method according to claim 38; wherein the scanning device
detects for gamma ray emissions and/or neutron emissions.
40. A method according to claim 37; wherein the first using step
comprises using the crane to transfer containers from the marine
vessel to a scanning platform on the deck; the scanning step
comprises scanning a scanning device beneath the containers while
the containers are on the scanning platform to determine whether
radioactive material is present in the containers; and the second
using step comprises using the crane to transfer the containers
from the scanning platform on the deck to either the first or
second location depending on whether or not radioactive material is
determined to be present in the containers.
41. A method according to claim 40; wherein the scanning step
comprises scanning a scanning device beneath the containers while
the containers are on the deck.
42. A method according to claim 37; wherein the first location
comprises a transportation corridor for expediting movement of
containers containing radioactive material, and the second location
is one serviced by a land transportation mode.
43. A method according to claim 42; wherein the land transportation
mode comprise rail-cars.
44. A method according to claim 42; wherein the land transportation
mode comprise trailer-trucks.
45. A method according to claim 42; wherein the second using step
includes using the crane to directly transfer containers from the
deck to the second location without ground placement of the
containers.
46. A method according to claim 45; wherein the second location is
one serviced by a land transportation mode.
47. A method according to claim 46; wherein the land transportation
mode comprise rail-cars.
48. A method according to claim 44; wherein the land transportation
mode comprise trailer-trucks.
49. A method of retrofitting a crane to enable screening of
containers for radioactive material during transshipment of the
containers by the crane from a marine vessel to another location,
comprising the steps of: providing a scanning platform on a deck of
the crane so that the crane can transfer containers from a marine
vessel to the scanning platform; and providing a movable scanning
device beneath an underside of the scanning platform so that the
scanning device can undergo scanning movement beneath a container
on the scanning platform to detect whether radioactive material is
present in the container before the container is transferred by the
crane from the scanning platform to another location.
50. A method according to claim 49; wherein the scanning device is
able to detect gamma ray emissions and/or neutron emissions.
51. A method according to claim 49; wherein the step of providing a
scanning platform on a deck of the crane comprises installing a
deck at the portal girder level of the crane if one is not present
at that location, and providing the scanning platform on the deck
located at the portal girder level of the crane.
52. A method according to claim 49; wherein the step of providing a
scanning platform comprises providing two scanning platforms in
end-to-end relation on the deck of the crane so that the crane can
transfer one container to both scanning platforms or separate
containers to each scanning platform; and the step of providing a
movable scanning device comprises providing a movable scanning
device beneath an underside of both scanning platforms so that the
scanning device can undergo scanning movement beneath either one
container on both scanning platforms or separate containers on each
scanning platform.
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates generally to container cranes,
and more particularly to a crane apparatus equipped with a
container security scanning system for scanning containers during
transshipment thereof between transportation modes.
[0002] Three major problems are increasingly plaguing older marine
container terminals in densely populated regions:
[0003] 1. Security issues.
[0004] 2. Congestion due to limited terminal space.
[0005] 3. Environmental problems caused by diesel emissions.
[0006] Security Issues
[0007] Containers entering seaports now represent a security risk.
Most, if not all, incoming containers now need to pass through
detection devices in order to determine if they are radioactive:
Specifically to detect for radioactive material, such as may be in
"dirty" bombs or nuclear devices. It may already be too late,
however, if radioactivity is only detected after a container has
been unloaded, especially in a densely populated seaport such as
Los Angeles, Seattle or New York.
[0008] For this reason, the U.S. Department of Homeland Security is
now attempting to solve the problem by installing detection systems
at container origin shipment locations overseas, such as in China,
Malaysia, etc. At best, this type of solution can address only a
small percentage of the seven million containers coming into the
U.S. in any one year. In addition, there is no way that the
reliability of these overseas origin detection centers can be
adequately monitored. The risk of non-compliance is great
indeed.
[0009] One solution to the problem would be to scan or screen
inbound containers at locations away from densely populated
seaports and consumption areas. This can be done in one of two
ways: Firstly at locations on land, away from such population
centers; or secondly, where such locations are not readily
available, which is generally the case, at offshore locations
including man-made islands.
[0010] Congestion Due to Limited Terminal Space
[0011] The volume of worldwide containerized cargo is increasing
faster than is the capacity of many of the world's conventional
marine container terminals. The problem is being compounded by a
shortage of terminal space and increasing congestion caused by
standard type terminal operations, i.e., the six or more separate
container handling operations required for the movement of
containers within and around the terminal from ship to stacks,
within stacks, and from stacks to trailer-trucks. One solution to
this problem can come from eliminating, to the maximum extent
possible some of these six or more separate handlings of containers
traditionally performed within terminals.
[0012] Environmental Problems Caused by Diesel Emissions
[0013] The problem of diesel powered emissions from terminal yard
equipment and truck-trailers serving container terminals, and
compounded by traffic congestion, has reached an expensive level. A
marine container terminal under construction in Los Angeles, for
China Shipping Corporation, has been ordered by the courts to pay
$50 million in additional costs to retrofit the terminal in order
to reduce its diesel emissions.
[0014] Standard marine container terminals rely to a great extent
on diesel powered equipment of all kinds, i.e., trailer-trucks,
rubber-tired gantries (RTG's), straddle carriers, reach-stackers,
top-picks, etc. A significant reduction in diesel emissions can be
achieved by:
[0015] 1. Eliminating, to the maximum extent possible, all diesel
powered operations.
[0016] 2. Introducing new, integrated container logistics and
handling systems that are powered entirely by electric motors
rather than by internal combustion engines.
SUMMARY OF THE INVENTION
[0017] One object of the present invention is to provide a crane
apparatus that overcomes the aforementioned problems prevalent at
existing marine container terminals.
[0018] Another object of the present invention is to provide a
crane apparatus having a container security scanning system for
performing security scanning of containers during transshipment
thereof between transportation modes and without ground placement
of the containers.
[0019] A further object of the present invention is to provide a
crane apparatus having a container security scanning system that is
efficient, rapid, accurate and highly reliable.
[0020] Another object of the present invention is to provide a
crane apparatus equipped with a container handling and security
scanning system and powered by electric motors thereby
significantly reducing, or possibly eliminating, diesel emissions
at the marine container terminal.
[0021] Another object of the present invention is to provide a
crane apparatus having a container security scanning system for
performing security scanning of containers during direct
transshipment thereof from marine vessels to rail-cars without
ground placement of the containers.
[0022] A further object of the present invention is to provide a
crane apparatus equipped with state-of-the-art scanning/detecting
technology for performing security scanning of containers to
determine the presence of radioactive material.
[0023] Another object of the present invention is to provide a
crane apparatus equipped with a container security scanning system
that minimizes the transfer time of containers during transshipment
thereof between transportation modes by provision of fixed scanning
units mounted on a scanning deck and platform constructed at the
portal girder level of the crane apparatus.
[0024] A further object of the present invention is to provide a
method for the security scanning of containers and their direct
transshipment between transportation modes without the need for
ground placement.
[0025] Another object of the present invention is to provide a
container security scanning system that can be retrofitted to
existing ship-to-shore container cranes and/or installed to upgrade
similar newly manufactured cranes.
[0026] A further object of the present invention is to provide a
method by which any existing ship-to-shore container crane can be
retrofitted, and/or any similar newly manufactured crane can be
upgraded, by the installation of the container security scanning
system according to this invention.
[0027] The present invention provides unique solutions to the three
major problems facing container terminal operations. It
enables:
[0028] 1. Security scanning of all inbound containers, without the
need for their ground placement.
[0029] 2. Direct transshipment of containers between transportation
modes without the need for ground placement.
[0030] 3. Performing all these functions using only electrical
power and thus eliminating all diesel emissions.
[0031] Security Scanning of All Inbound Containers
[0032] To be efficient and effective, from a port and terminal
security standpoint, any radioactivity and/or gamma ray scanning of
inbound containers has to be undertaken:
[0033] 1. As soon as possible after the container leaves the ship;
and
[0034] 2. In a fixed and reliable setting.
[0035] The present invention encompasses a method whereby the
radioactivity and/or gamma ray scanning of containers can be
undertaken in marine terminals in the quickest, most cost-efficient
and most reliable manner.
[0036] This invention minimizes the time the container is being
transferred, from its position within the ship's hold to the
position where it can be scanned, by the introduction of a scanning
deck and fixed scanning units constructed, at the portal girder
level, of ship-to-shore container gantry cranes.
[0037] A container security scanning system (subsequently described
and designated S1) according to the present invention can be
installed in any type of ship-to-shore container gantry crane, not
only in single boom, single trolley/hoist cranes, but also in
multi-boom and/or multi-trolley/hoist cranes.
[0038] Within the general arrangement of all types of ship-to-shore
container cranes, the portal girder level is the optimum location
for any weight addition to the cranes. At this location, the new
center of gravity of a crane, and the additional static and dynamic
loading resulting from the security function, do not compromise the
stability of the crane, even when operating at maximum unloading
rates.
[0039] The security scanning deck according to the present
invention comprises one or more, and preferably four, individual
scanning units. Each scanning unit is equipped with a radioactivity
and/or gamma ray scanning device configured to move completely,
from end to end, under each container placed upon it. The scanning
device is also wide enough so that the entire volume of cargo in a
container can be scanned to determine if the cargo in any
particular container is "clean" or "dirty".
[0040] The scanning units in the present invention also provide for
additional container buffer slots in the overall container handling
system. This is an important advantage as the need to provide for
as much buffer capacity as possible is already well established in
the design of new and efficient marine container terminals.
[0041] The scanning deck and scanning units, according to the
present invention, are preferably installed at the portal girder
level of any standard type container ship-to-shore gantry crane.
The scanning deck is designed to be large enough to not only
accommodate personnel who monitor the container security scanning
system, but also large enough to allow these same personnel to
undertake two other important marine terminal functions at the same
location, i.e., checking container documentation and, when
necessary, unlocking/locking twist-locks.
[0042] In addition, the container security scanning system of the
present invention is designed so that it can be installed also in
direct intermodal transshipment cranes such as those disclosed and
described in detail in my copending patent application Ser. No.
09/992,704 filed Nov. 14, 2001, the entire disclosure of which is
hereby incorporated by reference.
[0043] Several embodiments of container security scanning systems
according to the present invention, installed in such direct
transshipment cranes, are described in detail in the subsequent
disclosure and drawings. In these embodiments, the location and
method of operation of the scanning deck and scanning units
eliminates the need for ground placement of containers. Thus, the
time otherwise required to place containers at ground level before
they can be scanned is also eliminated.
[0044] The present invention provides a method by which any
ship-to-shore container gantry crane can be made to scan, within
seconds, the contents of any container placed on any of its
scanning units. By use of the unique container security scanning
system (S1) embodied in the present invention, all a vessel's
containers can be scanned within the shortest possible time from
when they leave the ship. With all cranes servicing a vessel so
equipped, a ship's complete cargo of containers can be scanned
quickly, reliably, and under controlled conditions while, at the
same time, significantly reducing the time that vessel would
otherwise have to remain in port.
[0045] Direct Transshipment of Containers Between Transportation
Modes Without the Need for Ground Placement
[0046] As important as security scanning, is the need to reduce the
congestion problems being encountered by many container terminals.
Current logistics methods that require the handling of a single
container six or more times before it leaves the terminal are
inefficient both from a time and cost standpoint.
[0047] The crane apparatus embodied in the present invention
eliminates such excessive time and cost in handling containers. It
achieves this by the direct intermodal transshipment of containers
between transportation modes. Further, it achieves this without the
need for ground placement before the containers leave the
terminal.
[0048] For example, embodiments of the crane apparatus according to
the present invention enable direct transshipment between:
[0049] 1. Container ships and marine modes including container
feeder vessels, barges, ferries, etc.
[0050] 2. Container ships and land transportation modes
including:
[0051] a) Rail-road mode such as single-stack and double-stack
rail-cars of container unit-trains.
[0052] b) Road mode such as trailer-trucks.
[0053] c) Yard equipment mode such as:
[0054] i) Multi-trailer sets (MTSs);
[0055] ii) Automated guided vehicles (AGVs); and
[0056] iii) Yard tractors.
[0057] In order to achieve these direct transshipment functions,
the embodiments of crane apparatus according to the present
invention are of a new and unique design in that they incorporate,
as integral parts within the structure of the crane, multiple
hoists, multiple booms, and multiple platforms.
[0058] Thus this crane apparatus, with its unique methods of
container handling, can achieve both the direct intermodal
transshipment of containers and their security scanning.
[0059] Further, by eliminating the need for ground placement in
either instance, the overall unloading and terminal functions can
be executed within the shortest possible time cycle.
[0060] Because of the importance being attributed to two particular
applications of this crane apparatus, they are subsequently
described in greater detail: Specifically, applications that refer
to direct intermodal container transshipment and security
scanning:
[0061] 1. Onshore, between ocean-going container vessels and
single-stack and/or double-stack container unit-trains.
[0062] 2. Onshore and offshore, between ocean-going container
vessels and container feeder vessels and/or tug-barge systems.
[0063] All Transshipment and Scanning Functions Performed by
Electrical Power Thus Eliminating Any Diesel Emissions
[0064] One important aspect of the crane apparatus of the present
invention, and of its methods of operation and container handling,
is that it achieves all its direct intermodal transshipment and
container security scanning functions without generating any diesel
emissions. This significant environmental benefit is achieved
because all equipment operations are electrical and thus devoid of
any diesel power generation.
[0065] All crane functions are powered by electric motors, i.e.,
crane drive motors that drive the cranes back and forth along their
rails, trolley motors (whether for rope or machinery trolleys),
spreader winch hoist motors, scanning device motors that drive the
scanning devices back and forth under the scanning units, boom
hoist motors, and personnel elevator hoist motors. Thus, all direct
transshipment and security scanning functions are powered by
electric motors.
[0066] The main electricity supply to these motors is supplied by
underground live wires. These live wires are buried and laid
adjacent to the grade level rails on which the cranes run. The
electrical connection between the cranes and the live wires is
maintained by electrical contacts fixed to the cranes, which
provide constant contact with the live wires as the cranes move
back and forth along their rails.
[0067] In the instances where over-the-ground vehicles have to be
used in conjunction with the cranes, these are preferably 1-over-1
shuttle carriers. Unlike other diesel powered over-the-ground
terminal equipment, 1-over-1 shuttle carriers can lend themselves,
most economically, to conversion to an all electrical
operation.
[0068] In summary, the various embodiments of the present invention
each constitute an integrated, container logistics unloading,
security scanning, and direct transshipment system that is not only
cost and time efficient, but also in one that is environmentally
friendly in that it generates no diesel emissions.
[0069] The foregoing as well as other objects, features and
advantages of the present invention will become readily apparent to
those of ordinary skill in the art upon a reading of the following
detailed description of the invention when read in conjunction with
the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0070] FIG. 1a is an elevational view, partly in section, taken
along section line 1a-1a of FIG. 2 (parallel to the wharf, quay or
pier face) of a crane apparatus equipped with a container security
scanning system S1 according to the present invention showing two
20-foot containers (in a "twin-lift" configuration) in scanning
position.
[0071] FIG. 1b is an elevational view, partly in section, taken
along section line 1b-1b of FIG. 2 (parallel to the wharf, quay or
pier face) of a crane apparatus equipped with the container
security scanning system S1 according to the present invention
showing a 40 foot container in scanning position.
[0072] FIG. 1c is an elevational view, partly in section, (parallel
to the wharf, quay or pier face) of a crane apparatus equipped with
the container security scanning system S1 according to the present
invention showing a 40+foot container in scanning position.
[0073] FIG. 2 is a plan view of the overall scanning deck of the
crane apparatus of FIG. 1 on which there are, for example, four
scanning units, with two having containers in scanning position and
two being empty, awaiting containers.
[0074] FIG. 3a is a cross-sectional elevational view taken along
section line 3-3 of FIG. 2 (at right angles to the wharf, quay or
pier face) of the scanning deck at the portal girder level of the
ship-to-shore container gantry crane.
[0075] FIG. 3b is an enlarged cross-sectional elevational view
showing another embodiment of the scanning units used in the
container security scanning system S1 of the present invention.
[0076] FIG. 3c is an enlarged cross-sectional elevational view of a
portion of 3b.
[0077] FIGS. 4a and 4b are schematic cross-sectional elevations (at
right angles to the wharf, quay or pier face) of a standard type,
single boom, single trolley/hoist, ship-to-shore container gantry
crane showing alternative locations for the scanning deck and
scanning units of the container security scanning system S1 of the
present invention in such standard cranes.
[0078] FIG. 5a is an explanatory elevational view, partly in
section, of one embodiment of crane apparatus equipped with the
container security scanning system S1 according to the present
invention, showing the crane apparatus mounted on a standard-type
pier or a man-made island dock constructed, for example, on the
slab, plinth and piling principle, and illustrating the manner in
which the crane apparatus is able to transship containers directly
between various transportation modes without the necessity for
ground placement.
[0079] FIG. 5b is an enlarged explanatory view of the sibling crane
of FIG. 5a, showing in more detail the location of the container
security scanning system S1.
[0080] FIG. 5c is an explanatory elevational view, partly in
section, of another embodiment of crane apparatus equipped with the
container security scanning system S1 according to the present
invention, showing the crane apparatus mounted on a standard-type
pier or a man-made island dock and showing the scanning and
transshipping of containers from a container vessel directly to
other marine mode vessels such as, for example in this case, to a
river/harbor barge or to a feeder vessel (or, as is more likely in
the United States, a coastal tug-barge system), without the
necessity for ground placement.
[0081] FIG. 6a is an explanatory elevational view, partly in
section, of another embodiment of crane apparatus equipped with the
container security scanning system S1 according to the present
invention, showing the crane apparatus mounted on one or more
caissons and illustrating the scanning and transshipping of
containers directly between various transportation modes without
the necessity for ground placement of the containers.
[0082] FIG. 6b is an enlarged explanatory view of the sibling crane
of FIG. 6a, showing in more detail the location of the container
security system S1.
[0083] FIG. 7a and the enlarged FIG. 7b are explanatory elevational
views, partly in section, of another embodiment of crane apparatus
according to the present invention, showing the location of the
container security scanning system S1. FIGS. 7a and 7b show the
crane apparatus mounted on a standard-type pier and together show
the scanning and transshipping of containers from a container
vessel directly to the railway mode such as, for example in this
case, to single-stack and double-stack rail-cars comprising cuts of
container unit-trains standing on the pier on railway tracks
immediately under the cranes, again without the necessity for
ground placement.
[0084] FIG. 7b is an enlarged explanatory view of the sibling crane
of FIG. 7a, showing in more detail the location of the container
security scanning system S1.
[0085] FIG. 8 is an explanatory elevational view, partly in
section, of another embodiment of crane apparatus equipped with the
container security scanning system S1 according to the present
invention, showing the crane apparatus mounted on a wharf (or
bulkhead wharf) constructed, for example, on the slab, plinth and
piling principle.
[0086] FIG. 9 is an explanatory plan view of a container ship
alongside a pier, illustrating the manner in which the booms of
several parent quayside container cranes are out of alignment with
container rail-cars parked on the adjacent pier (or wharf).
[0087] FIGS. 10 and 11 are explanatory elevational views, partly in
section, of other embodiments of crane apparatus equipped with the
container security scanning system S1 according to the present
invention, showing the crane apparatus mounted on a wharf (or
bulkhead wharf) constructed, for example, using caissons.
[0088] FIG. 12 is an explanatory elevational view, partly in
section, of a further embodiment of crane apparatus according to
the present invention, showing a smaller version of crane apparatus
equipped with the container security scanning system S1 and showing
the scanning and transshipping of containers from a container barge
(or feeder vessel) directly to the railway mode such as, for
example in this case, to single-stack and double-stack rail-cars
without the necessity for ground placement.
DETAILED DESCRIPTION OF THE INVENTION
[0089] The container security scanning system S1 of the present
invention enables the radioactivity and/or gamma ray scanning of
cargo containers to be undertaken as soon as possible after they
are lifted out of the container ship or vessel. This is achieved by
the placement of one or more scanning units on a scanning deck
constructed at the portal girder level of the ship-to-shore gantry
crane. At such a location, the time interval between the container
being in the ship and being placed in a position ready for scanning
is minimized. FIGS. 1a, 1b and 1c show cross-sectional elevations
(parallel to the wharf, quay or pier face) of a container security
scanning system S1 according to the present invention located at
the portal girder level of the ship-to-shore container gantry
crane.
[0090] In accordance with the present invention, the container
security scanning system S1 consists of one or more scanning units,
the number of which will depend primarily on the size of the crane
apparatus and the volume of containers it is designed to handle.
The scanning units are preferably arranged in side-by-side relation
on a scanning deck of the crane apparatus, and each scanning unit
is designed to accommodate any single 40 foot or 40+foot
standard-sized containers (or two end-to-end 20 foot
containers).
[0091] Each of the scanning units comprises one or more scanning
platforms disposed in end-to-end relation for receiving thereon
single 40 foot or 40+foot containers (or two end-to-end 20 foot
containers), and a scanning device mounted on a trolley that rides
along rails mounted by supports beneath the scanning platforms. The
scanning device rides along the rails beneath the scanning
platforms to scan the contents of a container situated on the
scanning platforms. The scanning units will be described in more
detail hereinafter with reference to FIGS. 3a-3c.
[0092] FIGS. 1a, 1b, 1c show, by way of example, the container
security scanning system S1 being used to scan the three different
types of containers most commonly in use, i.e.:
[0093] 1. In FIG. 1a, two 20 foot containers (in a "twin-lift"
position).
[0094] 2. In FIG. 1b, a single 40 foot container.
[0095] 3. In FIG. 1c, a 40+foot container.
[0096] FIGS. 1a, 1b and 1c also show one method of constructing and
supporting a scanning deck 4 at the level of main portal level
girders 1 in a ship-to-shore container gantry crane. The portal
level girders 1 are at right angles to the wharf, quay or pier
face. Cross beams 2 are welded at either end to the girders 1, and
the cross beams 2 are further supported by supports 3 welded along
their faces to the girders 1. Whatever the exact method of beams
and supports used, the structure must be strong enough to support
the scanning deck 4.
[0097] Additionally, the structure must be strong enough to absorb,
without failure, the static and dynamic loads from fully loaded
containers being placed on the structure in quick succession, under
sustained operating conditions. Additionally, the structure must be
strong enough to absorb the impact load of a loaded container
possibly being dropped onto the scanning deck 4 from above by a
trolley/hoist/spreader of the ship-to-shore gantry crane.
[0098] FIG. 1a shows one scanning unit consisting of two scanning
platforms 5 on the scanning deck 4. The scanning platforms 5 are
dimensioned and configured to receive thereon two 20 foot
containers 6a which have been been lifted together as a "twin-lift"
and positioned on the scanning platforms 5 ready for scanning.
[0099] FIG. 1b shows one scanning unit consisting of two scanning
platforms 5 on the scanning deck 4, wherein one 40 foot container
6b is positioned ready for scanning.
[0100] FIG. 1c shows one scanning unit made up of two scanning
platforms 5 on the scanning deck 4, wherein one 40+foot container
6c is positioned ready for scanning.
[0101] The need to provide a minimum number of two scanning
platforms 5 within each scanning unit now becomes apparent. Such a
configuration, as shown in FIGS. 1a, 1b and 1c, enables operators
to handle twist-lock operations at the four central locations
resulting from there being two 20 foot containers in a twin-lift
position on any set of two scanning platforms 5.
[0102] The scanning platforms 5, as best shown in FIGS. 2 and 3a,
are comprised of support beams 8a, 8b, 8c connected together in a
grid-like structure. Each scanning platform 5 has a pair of
longitudinal or lengthwise support beams 8a interconnected at
opposite ends, as well as at integrals along their lengths, by a
series of transverse or widthwise support beams 8b to define a
rectangular platform. A plurality of upstanding support legs 8c are
connected to the support beams 8a, 8b to support the scanning
platform 5 in an elevated position on the scanning deck 4, with the
underside of the scanning platform 5 spaced a given distance d from
the topside of the scanning deck 4. The distance d is also a
function of the optimal height that twist-locks (on containers
ready for scanning on the scanning platforms 5) are above the
scanning deck 4. Specifically this distance relates to the optimal
height for operators to most efficiently insert or remove
twist-locks from the containers.
[0103] The scanning platforms 5 are designed in such a manner that
the distance d is sufficient to permit the unimpeded passage of
radioactivity and/or gamma ray scanning devices 9 mounted on rails
10 beneath the scanning platforms 5. The rails 10 are mounted on
support members 11 and are designed to enable the scanning devices
9 to move in either direction along the rails 10 under the entire
length of, and extending beyond the ends of, the scanning platforms
5 and beyond the ends of any containers 6a, or 6b or 6c placed on
them. Such a configuration (as will be discussed in more detail
later) allows for the scanning devices 9 to be removed for
maintenance, even if containers still remain above them in scanning
position on their scanning platforms 5. The scanning platforms 5
can be built as a single, integral, structure, or can be built in
sections that can be arranged so as to form scanning platforms
5.
[0104] One important design function of this invention should also
be noted. As shown in FIG. 2, the center line of the scanning deck
4, and the center line of each scanning unit on the scanning deck
4, are in the same plane and run exactly below the center line of
the boom, or booms, of the ship-to-shore container gantry
crane.
[0105] The movable radioactivity and/or gamma ray scanning devices
9 are powered to move in both directions along the rails 10. The
power systems used in order to achieve such movement can be any one
of several systems available, including the linear induction or
maglev type. However, the best suited, most reliable, and most
easily serviced and maintained power system, is one that involves
standard electric motor drives integral with each scanning device
9.
[0106] The scanning device 9 may be of known construction and
comprises one or more detectors for detecting gamma ray and/or
neutron emissions characteristic of radioactive materials and
converting the detected emissions into corresponding electrical
impulses during rapid scanning by the detectors beneath a
container. Preferably, the detectors are designed to detect any one
of five specific radioactive isotopes which are enumerated in
Senate Bill 193 and in directives from the U.S. Department of
Homeland Security. The scanning device 9 preferably has two
detectors, a gamma ray detector for detecting gamma ray emissions
and a neutron detector for detecting neutron emissions. Typical
examples of such detectors are the gamma ray detector Model No.
JPM-12A Gamma available from Canberra, and neutron detector Model
No. JPM-31A Neutron also available from Canberra. These two
detectors were developed by Los Alamos National Laboratory in
collaboration with Canberra (a private group) and meet the American
Society of Testing and Materials (ASTM) guidelines for establishing
the performance of portal detectors as provided for by the U.S.
Department of Energy and the Nuclear Regulatory Agency. One
advantage of using such detectors, which can be modified to meet
the scanning requirements of the present invention, is that
suitable electronics and software have already been developed that
enable both the gamma ray and neutron detection results to be
viewed on the same display monitor. Thus these two detectors
provide a commercially available detection system for portal
screening of containers at ports of entry that enables for
simultaneous dual-scanning and detection and thus provides for
maximum detection capability.
[0107] FIG. 3a shows other important, and unique, design functions
of the container security scanning system S1. Specifically, design
functions that enable the use of the widest possible scanning
devices 9 that cover the entire width of any container 6a, 6b or 6c
being scanned. The scanning devices 9 (as seen more clearly in FIG.
2) are also designed to run in one or preferably both directions
under the full length of any container being scanned.
[0108] These design functions thus encompass an important method
for security scanning purposes whereby any scanning device 9 can
scan the entire cargo volume within any container placed on the
scanning unit 5 above it. Each scanning device 9 can be
electronically connected by readily available, state-of-the art
equipment to a system operating console 12 and a radioactivity
and/or gamma ray display monitor 13 located on the scanning deck 4,
behind each scanning unit. As the scanning devices 9 are operated
by operators at the consoles 12 to pass in one or both directions
under the containers 6a, 6b or 6c on their scanning platforms 5,
the operators can, from the same position, read the display
monitors 13 and determine whether the containers 6a, 6b or 6c being
scanned are "clean" or "dirty" in radioactive terms. Each scanning
unit includes not only the scanning platforms 5 and the movable,
rail-mounted scanning devices 9 but also the electronic consoles 12
and visual display monitors 13 which are connected electrically to
the scanning devices 9.
[0109] Rapid and effective maintenance and repair (M&R)
capability for the sensitive, high-technology equipment involved in
scanning operations must also be an essential part of any container
security scanning system. Such maintenance and repair must be
capable of being undertaken from both above, and below, the
equipment. To enable maintenance and repair to be rapidly and
efficiently undertaken from below the equipment, corridor walkways
14 are shown in FIGS. 1a, 1b and 1c as being mounted below each of
the scanning units. Manholes and ladders 15 provide access to the
walkways 14 in order that personnel can perform maintenance and
repair from under the scanning devices 9.
[0110] Major maintenance and repair of the equipment and/or its
replacement also requires open access to the equipment from above
so that, when necessary, each of the scanning devices 9 can be
lifted directly off its rails, even when containers remain in
scanning position on the scanning units. For this purpose, as shown
in FIGS. 1a, 1b, 1c and 2, a movable overhead gantry 17, sized to
pass and work over the scanning platforms 5, is parked at one end
on the scanning deck 4. A door 18 leads to a personnel elevator in
one of the legs of the ship-to-shore container gantry crane. The
door 18 and elevator are sized so as to allow for the scanning
devices 9 to be moved (in up-ended position) between the scanning
deck 4 and the wharf, quay or pier below.
[0111] FIG. 2 shows a plan view of one layout of the container
security scanning system S1 according to the present invention. By
way of example, FIG. 2 shows four scanning units consisting of
eight scanning platforms 5 arranged in four sets of in-line pairs.
Two sets of in-line pairs of scanning platforms 5 of two scanning
units are shown without containers. One set of in-line pairs of
scanning platforms 5 of another scanning unit is shown as being
occupied by two 20 foot containers 6a (which have been lifted into
scanning position by a twin-lift spreader), and one set of in-line
pairs of scanning platforms 5 of the fourth scanning unit is shown
as being occupied by one 40 foot container 6b in position for
scanning.
[0112] As shown in FIG. 2, the rails 10 allow the scanning devices
9 to move in either direction under the entire length of containers
6a (in either single or twin-lift configuration) and under the
entire length of containers 6b and 6c. In addition, the rails 10
are shown to extend beyond the ends of the platforms 5 and the ends
of containers 6a, 6b or 6c. This allows the scanning devices 9 to
be readily lifted, for maintenance and repair purposes, from the
scanning units, even when the platforms 5 are occupied by
containers in scanning position.
[0113] One important design function of the container security
scanning system S1 should also be noted. As shown in FIG. 2 the
center line of the scanning deck 4, and the center line of each
scanning unit disposed on the scanning deck 4, are in the same
plane and run exactly below the center line of the boom, or booms,
of the ship-to-shore container gantry crane apparatus. Thus this
configuration enables the trolley/hoist/spreader or
trolley/hoist/spreaders in the boom, or booms, above the scanning
deck 4 to drop or raise their containers precisely onto or from the
center of each scanning unit. The particular situation where a
single 20 foot container 6a has to be placed on the scanning
platforms requires further discussion which is undertaken
later.
[0114] FIGS. 4a and 4b show how, most importantly in the present
invention, the scanning deck 4 can be located at the portal girder
level so as to retrofit any existing standard, single-boom,
single-hoist ship-to-shore container gantry crane, or upgrade a
newly manufactured crane of similar type. This enables, in any such
cranes, containers 6a, 6b or 6c from any of the scanning platforms
5 to readily be lifted by a trolley/hoist/spreader above and
dropped on either side of the scanning deck 4 to ground level, or
dropped onto a pre-positioned tractor, trailer vehicle or other
ground-level container handling equipment or system.
[0115] This will be especially important during times of a "red
alert" at the terminal. For example, at such times, one side of the
scanning deck 4 on each crane servicing a vessel, as well as the
wharf, quay or pier area immediately below it, can be designated
exclusively for dirty container handling and dispatch.
[0116] With plural in-line cranes simultaneously serving a vessel,
a "red alert transportation corridor" S2 can be created along the
wharf, quay or pier enabling any dirty containers to be dispatched
as quickly as possible to a secure area on, or off, the terminal
assigned to receive and further process such dirty containers. By
way of example, this red alert transportation corridor is shown as
S2 in all relevant figures. The "red alert vehicle" used in such
instances will need such a clear corridor, unimpeded by other
terminal ground equipment (such as shuttle or straddle carriers, or
other ground-level container handling equipment or systems) in
order to move any dirty containers expeditiously to the terminal's
secure area.
[0117] During a red alert, with one side of the scanning decks 4 so
designated, the other side of the scanning decks 4, as well as the
wharf, quay or pier area immediately below it, can be designated as
a "clean transportation corridor" S3. The necessary directions, as
to which side of the scanning decks 4 should be used in a
particular case, can be given by the operating personnel on the
scanning decks 4 to the crane operator(s) in the control cabin(s)
on the crane boom(s) above. By way of example, this clean
transportation corridor is shown as S3 in all relevant figures.
[0118] This arrangement still enables clean containers to be
unloaded from the vessel as quickly as possible, and clean
containers can be lifted from any of the scanning units and dropped
to the wharf, quay or pier level from the "clean" side of the
scanning decks 4.
[0119] The operation of the crane apparatus of the present
invention requires highly-trained technician-operators to work the
scanning decks 4, scanning units, scanning devices 9, consoles 12
and display monitors 13. The relatively high wages of such
operators can be offset, in part, if they are also responsible for
the two other functions generally performed at this first stage of
container terminal operations, i.e, checking the documentation and
numbering of the inbound containers against the ship's manifest and
customs documentation, etc., and, when and if required, also
handling any twist-lock operations. From an operational standpoint,
both these additional functions can be undertaken just as readily
on the scanning deck 4, and any such multi-function operations
becomes a matter for discussion between the terminal operators and
labor at the terminal involved.
[0120] In the event a container is designated a "maverick" (because
of faulty manifest or customs data, etc.) or for "re-stow" back
aboard the vessel, the necessary information can be transmitted by
the multi-function operators on the scanning deck 4, to a
trolley/hoist/spreader operator(s) in the crane(s) above. The crane
operator(s) can then move the container to a designated position
(on the wharf, quay or pier below the crane), or directly onto a
vehicle or other ground-level container handling system positioned
under the crane and designated to receive such containers for
subsequent movement to those terminal areas designated for further
processing and handling of such maverick or re-stow containers.
[0121] FIG. 2 shows that, in order to facilitate twist-lock
operations, the ends of the scanning platforms 5 are set back, thus
enabling twist-lock removal (or insertion). FIG. 2 shows two
typical locations of these set backs 7 which enable efficient
removal or insertion of twist-locks on containers. Twist-lock cargo
wagons 16 are located adjacent to each scanning platform 5. The
cargo wagons 16 are movable on the scanning deck 4 so that, once
filled with twist-locks, they can then be positioned for transfer
back to the vessel by the crane. There are two other types of
containers that may also require handling, namely:
[0122] 1. Single 20 foot containers, and
[0123] 2. Two 40 foot (or 40+foot) containers being lifted "in
tandem" by a single spreader.
[0124] Both of these types of container handling require a
different configuration of scanning platforms.
[0125] When the ship-to-shore container gantry crane apparatus is
expected to handle 20 foot containers as singles, this can be
achieved as follows: Any scanning unit can be comprised of four (or
more) shorter scanning platforms. The overall length of the
scanning unit, however, will not be changed. No other design
changes are necessary for the effective operation of this invention
and its container security scanning system S1 as relates to the
scanning of single 20 foot containers.
[0126] The effective scanning of two 40 foot or 40+foot containers
being handled in tandem requires a different solution. The
different configuration of the scanning platforms necessary in
order to handle such a situation is technically possible with this
invention. However, the overall throughput capacity of the crane
and its scanning units (in terms of containers per hour) will be
negatively impacted. In practice, this could be to the point where
any time savings gained by lifting 40 foot or 40+foot containers in
tandem will be more than offset by time losses resulting from the
required different configuration of the platforms on the scanning
deck 4. In summary, such different configuration will result in a
more inflexible and time-consuming overall scanning process. For
this reason, while a technical solution to scanning 40 foot or
40+foot containers lifted in tandem is indeed possible with this
invention, the need to show detailed drawings of such a solution
does not appear to be warranted.
[0127] FIG. 3a shows a cross-sectional elevation taken along
section line 3-3 of FIG. 2 of the scanning deck 4 and scanning
units and scanning platforms 5, at right angles to the wharf, quay
or pier face, at the portal girder level of the ship-to-shore
container gantry crane. As an example, FIG. 3a shows one scanning
unit being used to scan two 20 foot containers 6a (having been
lifted as part of a twin-lift), one scanning unit being used to
scan a single 40 foot container 6b and two scanning units and
scanning platforms 5 empty, awaiting containers.
[0128] FIG. 3a also shows one method of constructing and supporting
the scanning deck 4, on which the scanning platforms 5 are located.
As described hereinabove with reference to FIGS. 1a-1c, the portal
girders 1, carrying the deck 4, are at right angles to the wharf,
quay or pier face. Cross beams 2 are welded at either end to the
girders 1, and the cross beams 2 are further supported by supports
3 welded along their faces to the girders 1. Such a configuration
of girders 1, beams 2 and supports 3 provides the levels of
strength and rigidity required for the scanning deck 4 and scanning
platforms 5, which must be strong enough structures to absorb,
without failure, the static and dynamic loads from loaded
containers being placed on the scanning platforms 5 in quick
succession, under sustained operating conditions, and,
additionally, also strong enough to minimize, and absorb, the
impact of a loaded container possibly being dropped onto the
scanning deck 4 or scanning platform 5 from above by a
trolley/hoist/spreader of the ship-to-shore gantry crane.
[0129] The scanning units together with their scanning platforms 5
are designed so that the scanning devices 9 (mounted on the rails
10 and supported by the support members 11) are enabled to move in
either direction under the full length of, and extending beyond the
ends of, any container placed upon them. The scanning platforms 5
are configured and dimensioned to enable the use of the widest
possible scanning systems 9, i.e., ones that cover the entire width
of any container being scanned. Thus the entire volume of cargo in
any container can be scanned.
[0130] In the embodiment of FIG. 3a, each of the scanning units has
the support members 11, which support the rails 10, connected
directly to the scanning platform 5. When a container is lowered
onto and contacts the scanning platform 5, impact forces are
transmitted through the scanning platform to the scanning deck 4 as
well as to the support members 11 and, in turn to the rails 10 and
the scanning device 9. In order to prevent these impact forces from
being transmitted to the scanning device 9, suitable shock
absorbers (not shown) can be placed at desired locations to protect
the scanning device 9. For example, shock absorbers can be
interposed between the trolley wheels and the trolley, and
high-energy shock absorbers can be installed in the cross beams 2
(that support the scanning deck 4) at locations beneath the support
legs 8c of the scanning platform 5. The provision of such shock
absorbers in this configuration will mitigate the impact forces,
thereby reducing the magnitude of impact or shock forces applied to
the scanning device 9.
[0131] FIGS. 3b and 3c show another embodiment of the scanning
units. In this embodiment, the trolley rails 10 are mounted on
support members 11a which are not directly connected to the
scanning platform 5. Instead, the support members 11a are mounted
directly on the scanning deck 4 in spaced-apart relation from the
scanning platform 5. This arrangement is more effective than that
shown in FIG. 3a in preventing impact forces generated by placement
of a container on the scanning platform 5 from being transmitted to
the scanning device 9.
[0132] As shown in FIG. 3b, high-energy shock absorbers SA1 are
provided in the cross beams 2 (that support the scanning deck 4) at
locations beneath the legs 8c of the scanning platform 5 for
absorbing and dissipating a large portion of the impact energy.
Additional shock absorbers SA2 are provided in the support members
11a and, if desired, shock absorbers SA3 may be provided between
the trolley wheels and the trolley which carries the scanning
device 9. FIG. 3c shows in more detail the placement of the shock
absorbers SA2 and SA3. The shock absorbers SA1 are preferably
hydraulic shock absorbers designed to withstand extremely heavy
impact forces. The shock absorbers SA2 may likewise be of the
hydraulic type, or may be a combination of hydraulic- and
spring-types. The shock absorbers SA3 are preferably of the
spring-type, such as coiled compression springs or leaf
springs.
[0133] Rapid and effective maintenance and repair capability for
the sensitive, high-technology equipment involved in scanning
operations is essential. Such maintenance and repair must be
capable of being undertaken from both above, and below, the
equipment. To enable maintenance and repair to be rapidly and
efficiently undertaken from below the equipment, corridor walkways
14 are mounted below all of the scanning platforms 5. In FIG. 3a,
the walkways 14 are shown as being supported by supports welded
along the cross beams 2.
[0134] FIGS. 4a and 4b show, for example, schematic cross-sectional
elevations of a standard ship-to-shore container gantry crane M.
Typically such standard cranes have one boom and one trolley/hoist.
FIGS. 4a and 4b show, for example, how the container security
scanning system S1 of the present invention can be mounted at two
different locations at the portal girder level of the cranes M and
show how a separation can be achieved in the handling of "dirty"
versus "clean" containers.
[0135] FIG. 4a, for example, shows how a dirty container can be
lifted from the scanning platforms 5 on the scanning deck 4 and
dropped to the wharf, quay or pier level on the seaward side of the
area under the crane M's portal (red alert transportation corridor
S2) while clean containers can be lifted from the scanning
platforms 5 and dropped on the landward side of the area under the
cranes M's portal (clean transportation corridor S3). In this
manner, clear transportation corridors are established for the
subsequent handling (by ground equipment or systems) of each type
of container.
[0136] FIG. 4b, for example, shows a similar path for dirty
containers, i.e., their being capable of being dropped to the
wharf, quay or pier level under the crane M's portal. However, by
virtue of the scanning deck 4 being shifted to a position over the
back legs of the crane M, clean containers can be dropped to the
wharf, quay or pier level behind the back legs of the cranes. This
arrangement provides for larger ground areas, and more buffer
slots, for the handling of each type of container.
[0137] FIGS. 4a and 4b show how, with the sides of the scanning
decks 4 on all cranes serving a vessel being designated "clean"
versus "dirty", a clear red alert transportation corridor S2 can be
created enabling dirty containers to be dispatched as quickly as
possible to the secure area on, or off, the terminal assigned to
receive and further process such dirty containers. The "red alert
vehicles" used in such instances will need such a clear corridor,
unimpeded by other terminal ground equipment or systems, in order
to move any dirty containers expeditiously to the terminal's secure
area. While the vessel still has to unload its other containers as
quickly as possible, clean containers, once scanned, can be lifted
off the scanning platforms 5 on the scanning decks 4 and dropped to
the wharf, quay or pier level from the landward side of the decks
4, thus minimizing any delay in the vessel's overall unloading
function.
[0138] Finally, while FIGS. 4a and 4b show the mounting of the
container security scanning system S1 at the level of the main
portal level girders of a standard type, single boom and single
trolley/hoist/spreader ship-to-shore container gantry crane, the
scanning decks 4, together with their support structures, can be
mounted just as effectively on more complex types of ship-to-shore
container gantry cranes, including cranes with multiple booms
and/or multiple trolley/hoist/spreaders.
[0139] FIGS. 1-3 show the construction of the container security
scanning system S1 in detail, while FIGS. 4a and 4b show the
application of the system S1 in standard, single boom, single
trolley/hoist/spreader, ship-to-shore container gantry cranes.
[0140] FIGS. 5-8 and 10-12 show the application of the container
security scanning system S1 in direct intermodal transshipment
container cranes, similar to those disclosed and described in my
copending patent application Ser. No. 09/992,704 filed Nov. 14,
2001.
[0141] As shown in FIG. 5a, a mobile parent quayside container
crane 101 has two crane booms 102 and 103 placed on opposing sides
thereof and built into, and part of, its overall structure. The
boom 102 carries a rope trolley/hoist/spreader 105a (or
alternatively a machinery trolley) and an independently mounted
operator control cabin 105b. The boom 103 carries a machinery
trolley/hoist/spreader 106a and an independently mounted operator
control cabin 106b. At least two platform bearing structures Y and
Z are built into the overall structure of the mobile parent
quayside container crane 101. If the boom 102 carries a rope
trolley/hoist/spreader, then a rope trolley/hoist driving motor and
winch room 107 is located on the platform bearing structure Y.
[0142] In FIGS. 5-8 and 10-12, the container security scanning
system S1 is located on a scanning deck/fixed platform 109. The
platform 109 is mounted on the platform bearing structure Z and is
designed so as to enable twist-lock crews to unlock, and lock, the
twist-locks on the containers 108 when necessary.
[0143] In FIG. 5a, the parent quayside container crane 101, which
is displaceable along the pier on its own rails, has associated
with it a sibling rail-mounted gantry crane (RMG) 104, which is
independently displaceable along the pier 114 on its own rails. The
sibling RMG crane 104 is capable of operating under, and in
conjunction with, the parent crane 101, but independently of it,
for a given distance on either side of the parent crane, without
interfering with the other parent quayside container cranes 101 and
their sibling RMG cranes 104 (not shown) as they may also be
operating on either side along the same pier 114.
[0144] The sibling RMG crane 104 is mounted on its own set of
rails, independent of the rails upon which the mobile parent
quayside container crane 101 is mounted. As such, the sibling RMG
crane 104 can travel back and forth along the pier 114, under any
position of its mobile parent crane 101 as, for example, while the
parent crane 101 is in a fixed position unloading or loading a
particular cell of a container ship. The actual distance that the
sibling RMG crane 104 can travel along the pier 114, under and on
either side of its parent crane 101, when the crane 101 is in a
fixed position, however, is determined by the distance that similar
sibling RMG cranes 104 are also working along the same pier 114 on
either side under their respective parent cranes 101.
[0145] The parent crane 101 has a fixed receiving platform 112 for
containers 108 on one side of, and fixed to the structure of, the
crane 101. The platform 112 is also designed to enable twist-lock
crews to unlock and lock the twist-locks on the containers 108 when
necessary.
[0146] In the enlarged explanatory view of FIG. 5b, the sibling RMG
crane 104 is shown as having working within it, and operating at
right angles to the rail-mounted movement of the crane 104, a
trolley/hoist/spreader 113a and an operator control cabin 113b.
[0147] Each mobile parent crane 101, and each mobile sibling RMG
crane 104 associated with it, together with their rails and power
systems, are capable of being mounted on either offshore island
docks or inshore piers, constructed as either standard type island
docks or piers, for example, of the slab, plinth and piling type
114 as shown in FIG. 5a, or caisson island dock 119, as shown in
FIG. 6a. For convenience of explanation, reference will hereinafter
be made to simply a pier, and it is understood that each such
reference includes within its scope both inshore piers and offshore
docks.
[0148] In the embodiments of the invention shown in FIGS. 5a and
6a, and in order to lessen the width, and capital investment cost,
of the pier 114, or the caisson 119, it is preferable to construct
a raised platform 115 along the pier on which hatch covers 111 can
be placed. The raised platform 115 not only shortens the cycle time
for handling, stacking and un-stacking the covers 111 but also
creates a clean transportation corridor S3 (under the platform 115)
for use by over-the ground vehicles, such as 1-over-1 shuttle
carriers F, etc.
[0149] It should be noted that the raised platform 115 is a
stand-alone fixed structure running along the pier 114, or the
caisson 119, and is in no way connected to the mobile parent crane
101, or to the mobile sibling RMG crane 104, both of which must be
free to move past the platform 115, up and down the pier 114, or
the caisson 119.
[0150] FIG. 5a shows an embodiment of the invention in which the
mobile parent cranes 101 and their mobile sibling RMG cranes 104
are mounted on rails on a pier 114. Alternatively, as shown in FIG.
8, the mobile parent cranes 101 and their mobile sibling RMG cranes
104 can be mounted on rails on a wharf, or a bulkhead wharf 120,
built either by conventional methods 114 or again, as shown in
FIGS. 10 and 11 constructed by caissons 119. When the crane
apparatus of the invention is placed on a wharf or bulkhead wharf
as in FIGS. 8, 10 and 11, the option is available as to whether the
raised platform 115, and the over-the-ground vehicle clean
transportation corridor S3 that is under it, should or should not
be constructed. This decision will depend on the layout of the
backland of the terminal. If sufficient space is available, then
the hatch covers 111 and containers 116 (awaiting re-stow aboard
the container vessel A) can be stacked on the ground by the
machinery trolley/hoist/spreader 106a on the boom 103, and the
clean transportation corridor S3 can be located landside of the
re-stow stacks.
[0151] FIG. 5c illustrates an embodiment of the crane apparatus of
the invention used to security scan and directly transship
containers 108 across a pier 114 between a container ship A and
other marine modes B, such as river/harbor barges, ferries, etc.,
and for example specifically in this case, to a container feeder
vessel (or, as is more likely in the United States, to a coastal
container tug-barge system).
[0152] It should be noted that, in all embodiments of this
invention, the container security scanning function takes place
without the need for ground placement of the containers being
scanned. As such it is compatible within the overall direct
intermodal container transshipment function of the cranes of which
it is an integral part because these cranes also execute their
direct intermodal container transshipment functions without the
need for ground placement of the containers.
[0153] The cycle time for unloading a container is made up of
basically two movements, vertical and horizontal. Over the same
travel distance, and when acceleration and de-acceleration times
are taken into account, vertical movements of containers take
approximately twice as long as horizontal movements. As container
ships have increased in size, the vertical movements over which a
container has to move have also increased. When working such large
vessels, the cycle time of a single-hoist dock-side container crane
is now too long, i.e., at between 120 and 150 seconds on average in
the United States.
[0154] If the cycle time is to be shortened, multiple hoists must
cycle concurrently within the crane and, as importantly, these
multiple hoists must operate with platforms within the crane. For
example, in FIG. 5c the container security scanning system S1 is
shown mounted on the scanning deck/fixed platform 109. The platform
109 being mounted on the platform bearing structure Z which is
constructed as an integral structural part of the mobile parent
crane 101.
[0155] The overall cycle time for transshipping a container 108 is
shortened by the fact that the first trolley/hoist/spreader 105a on
the boom 102 has only to move the container 108 out of the ship A
to the platform 109, high up in the crane, for the container to be
scanned. The travel distance thus being considerably shortened when
compared to the distance that containers requiring ground placement
would have to travel (when handled by standard single-hoist cranes
of similar outreach).
[0156] From the container security scanning system S1 on the
platform 109, the machinery trolley/hoist/spreader 106a on the boom
103 only has to move a container 108 (once it has been scanned) to
the marine vessel B moored on the inside face of the pier. This
movement is undertaken while the first trolley/hoist/spreader 105a
on the boom 102 is returning to lift another container 108, from
the container ship A, for placement on the container security
scanning system S1.
[0157] When the crane apparatus in FIGS. 5-8 and 10-12 are
operating under conditions of maximum synchronization, the average
cycle time in transshipping containers should be as low as 50
seconds, i.e., less than half the time achievable by even
state-of-the-art standard single-hoist ship-to-shore gantry cranes,
such as those now being built in China by ZPMC.
[0158] The combination of the two trolley/hoist/spreaders 105a and
106a working in concert under the above-described sequence
indicates that the mobile parent quayside container crane 101 (when
directly transshipping containers 108 between a container ship A
and other marine vessels B) should achieve a sustained lift rate in
excess of 60 lifts an hour. For comparison purposes, 24 lifts an
hour is considered a standard sustained rate in the United States
for single-hoist ship-to-shore container cranes.
[0159] When the time for container security scanning is added to
both systems, the time advantage is even greater in favor of the
crane apparatus of this invention.
[0160] This increase in lift rate, and decrease in overall cycle
time (especially when security scanning time is added) in the
intermodal transshipping of containers, is of considerable economic
and operational importance. This is especially true as it relates
to the time taken in the management of the overall container supply
chain. For example, deployment of a Maersk Class "S" or "K"
container vessel, nominally rated at 6,800 TEU capacity, between
Kaohsiung, Taiwan and the Port of New York, could see
unloading/loading the entire cargo of such a vessel using the crane
apparatus of the present invention in 48 hours or less, compared to
96 hours when using standard, single trolley/hoist/spreader
cranes.
[0161] For a given annual supply chain volume of say 500,000
containers or more a year, the savings in this example, in port
time each voyage, can result in being able to eliminate one entire
vessel in the supply chain. At a $100+million capital cost per
vessel (in addition to ship crew costs, fuel costs, port fees,
etc.) the economic and operational incentives become very real in
favor of multiple hoist/multiple platform cranes, and even more so
in favor of the crane apparatus of the present invention.
[0162] In summary, it can be said that this invention encompasses a
method by which both the security scanning and direct intermodal
transshipment of containers between ocean carriers and other
transportation modes can be undertaken in the shortest possible
time frame because, in both instances it can be executed without
the need for ground placement of the containers.
[0163] An additional, and important, consideration has to be taken
into account. The initial position of the mobile parent cranes 101
over respective cells in the container ship A is not necessarily in
alignment with the container cells in container feeder vessels or
costal tug-barge systems B moored on the other side of the pier
114. If misalignment is under 2.5 feet or 0.75 meters on either
side, a standard trolley/hoist/spreader can be designed to adjust
for such transverse distances. When misalignment is greater that
2.5 feet or 0.75 meters in either direction, additional
alternatives have to be considered:
[0164] 1. As container feeder vessels become larger (they are
already at 1,200 TEU capacity in the Far East), and coastal
tug-barge systems become larger (they are already at 800 TEU
capacity in the United States), one alternative that can be
considered is a system of "warping mules". Warping mules have been
used since the early 1900's on the Panama Canal. Modern warping
mules can be installed along the side of the pier 114. It is now
well within the state-of-the-art to design warping mules capable of
moving, and aligning, even the largest container feeder vessels or
costal tug-barge systems B.
[0165] 2. A second alternative to be considered is to design the
cells of the feeder vessel or coastal tug-barge system with the
same horizontal clearance distances between cells as those on the
container ship A. Once such a feeder vessel or coastal barge is
securely moored at the right place on the side of pier 114, its
cells, and those of the container ship A on the opposite side of
pier 114, will be in alignment. All mobile parent quayside
container cranes 101 working the container ship A will then be in
direct alignment with the cells on the feeder vessel or coastal
tug-barge systems B. The problem here, however, is that the number
of containers coming out of a single cell of a large container ship
A greatly exceeds the number of containers that a single cell can
accommodate on a feeder vessel or tug-barge system B. Therefore
moving the smaller vessel along the pier will still be
required.
[0166] 3. In order to minimize the number of movements feeder
vessels or tug-barges have to make, another alternative can be
considered. In FIGS. 5a and 5c, it will be noted that the
trolley/hoist/spreader 105a on the boom 102 has to be able to drop
(and raise) containers 108 onto (and from) the scanning deck/fixed
platform 109 which is mounted on the platform bearing structure Z.
It will be noted that the boom 103, supporting its
trolley/hoist/spreader 106a, lies above the platform 109. In other
words, the containers 108 have to pass through the boom 103. This,
in turn, requires that the boom 103 be wide enough to accommodate
such passages through it by the containers 108. However, the
necessity of having to provide a much greater width in the boom
103, as against the boom 102, presents an opportunity to solve the
misalignment problem referred to previously.
[0167] The optimum solution to the problem of misalignment between
cells on either side of the pier 114 comes from making the width of
the boom 103 wide enough to accommodate the machinery
trolley/hoist/spreader 106a. Specifically, the boom 103 should be
wide enough to accommodate a machinery trolley/hoist/spreader 106a
capable of moving the containers 108 both in a transverse direction
across the axis of the pier 114, and also longitudinally (parallel)
to the axis of the pier 114. A further design option, inherent in
this invention, is to make the longitudinal traverse of the
machinery trolley/hoist/spreader 106a capable of loading/unloading
containers 108 to/from two adjacent cells of the feeder vessels or
tug-barge systems B.
[0168] As shown in FIGS. 5a and 5c, these embodiments of the
invention, from a terminal operations standpoint, makes practical,
and cost-efficient, the security scanning and direct transshipment
of containers between container ships and other marine vessels
moored on opposing sides of a pier and, more specifically, by
enabling this function to be undertaken without the need for ground
placement of any of the containers scanned or being
transshipped.
[0169] FIG. 7a together with FIG. 7b illustrate an embodiment of
the crane apparatus of the present invention whereby mobile parent
quayside container cranes 101 and their sibling RMG cranes 104
transship containers 108 between a container ship A and
double-stack container rail-cars C1, and/or single-stack container
rail-cars C2. The rail-cars, in both instances, comprise cuts of
container unit-trains standing on the pier 114 immediately under
the mobile parent quayside container cranes 101 and their sibling
RMG cranes 104.
[0170] In this embodiment of the invention, part of the container
unloading/loading cycle is shown in FIG. 7a, i.e., the
trolley/spreader hoist 105a under the control of an operator
stationed in the independently mounted operator control cabin 105b
lifts a container 108 from the container ship A and transfers it to
the scanning deck/fixed platform 109. Following scanning, the
machinery trolley/hoist/spreader 106a mounted on boom 103 lifts the
container 108 from the platform 109 and transfers it to the
platform 112. The platform 112 is an integral structural part of
the mobile parent quayside container crane 101 and is attached to
the legs of the crane 101 on one side thereof.
[0171] The on-going part of the unloading/loading cycle is shown in
the enlarged view in FIG. 7b. In FIG. 7b, the
trolley/hoist/spreader 113a mounted on the sibling RMG crane 104
lifts the scanned container 108 from the container receiving
platform 112 and transfers it to one of the double-stack C1, or
single-stack C2, container rail-cars comprising cuts of container
unit-trains on the pier 114 immediately under the cranes.
[0172] The reason that only an independent sibling RMG crane 104
can properly execute this last transfer now becomes apparent and
will be explained with reference to FIG. 9, which is a plan view of
the pier 114. FIG. 9 shows a number of mobile parent quayside
container booms 102 working to unload a container ship A and also
shows, for example, five parallel rail tracks aligned under the
cranes along the pier 114. On these five rail tracks, however, the
position of individual rail-cars, either double-stack C1 or single
stack C2, can be out of alignment with the booms 102 of the mobile
parent cranes 101.
[0173] More specifically, as shown in FIG. 9, the booms 102 of the
parent quayside container cranes 101 are shown aligned over the
container cells of the ship A. At the same time, however, the crane
booms 102 are seen to be out of direct alignment with the rail-cars
C1 or C2 on the pier 114--especially when these rail-cars, as
shown, comprise different cuts of container unit-trains. Because of
this misalignment, the direct loading of rail-cars by the parent
quayside cranes 101 (without the need for ground placement) can
only be achieved if these cranes were to make continuous movements
back and forth along the dock. This explains why an independently
rail-mounted sibling RMG crane 104 associated with its parent
quayside crane 101 and able to move longitudinally up and down the
dock, is needed if such continuous, and uneconomic, short movements
by parent quayside cranes are to be eliminated.
[0174] For this reason, only the independent sibling RMG cranes 104
have the full longitudinal and transversal range to reach all
drop-off positions under their parent cranes 101. By their
independence, the sibling RMG cranes 104 can transfer the
containers 108 longitudinally, and transversally, along and across
the pier 114 to any position of the rail-cars C1 and C2,
independently of any fixed position of their parent cranes 101.
[0175] The sibling RMG cranes 104 operating from under, and out to
the sides of, their mobile parent quayside container cranes 101,
however, must be controllable so that they do not collide with
either containers 108 being lowered to (or raised from) the
platform 112 by their parent cranes 101 or other sibling RMG cranes
104 working under, and out to the sides of, their mobile parent
quayside container cranes 101. This can be achieved by standard
state-of-the-art automated control systems controlling the position
of each sibling RMG crane 104 as it must relate to the position of
its parent crane 101 and the cranes 101 and 104 on either side of
it.
[0176] From an operational standpoint, the following trend in
container terminal logistics is important. Specifically, as
container ships continue to increase in size, the need also
increases to unload and load these vessels as quickly as possible.
Direct loading of containers onto other modes is the most efficient
and cost-effective way to do this. However such direct loading
dictates that each on-going mode is loaded randomly. For example,
all rail-bound containers should be loaded randomly, and as quickly
as possible after scanning, on any available vacant rail-car
immediately under the cranes. Sorting by ultimate destination
should not be attempted at the dock-side. Once cuts of rail-car
unit-trains are loaded they should be moved as quickly as possible
to a point within, or near, the terminal, where the cuts can be
formed into container unit-trains. Once these unit-trains are
formed they should be moved, also as quickly as possibly, away from
the terminal area to the nearest interior marshalling yard. It is
at these key interior marshalling yards where consolidation of the
containers by ultimate destination should take place.
[0177] At least five of the world's largest container ports are
already building rail systems and marshalling yards back from their
main container terminals to achieve essential parts of the needed
new ship-to-rail container logistics systems--Rotterdam and Antwerp
in Europe, Los Angeles and Long Beach in the United States and
Deltaport (Vancouver) in Canada.
[0178] The drive to do this is coming largely from the increasing
truck congestion in and around these port cities. These new rail
systems are multi-billion dollar investments, as attested to by the
Alameda Rail Corridor project in California at $2.0 billion, and
the equally ambitious rail line and tunnels project being built to
connect the Ruhr with the port of Rotterdam via the interior
container marshalling yard at Barendrecht in the Netherlands.
[0179] Once these, and similar, rail systems are completed, the
only missing link will be to provide the direct loading and
unloading of containers to and from cuts of rail-car unit-trains
positioned immediately under the dockside cranes. An object of the
present invention is to provide this essential final link in the
new container supply-chain logistics systems that, of necessity,
are having to be developed.
[0180] FIGS. 6a and 6b illustrate the same embodiments of the crane
apparatus of the invention as shown in FIGS. 5 and 7, the only
difference being that, instead of the pier 114 being constructed
on, for example, the slab, plinth and piling principle, the
foundation is constructed using caissons 119.
[0181] The heavy loads, both static and dynamic, created by, for
example, five mobile parent quayside container cranes 101 operating
at maximum cycle speed while unloading/loading a large container
ship A, under certain conditions, may be better compensated for by
a crane platform comprised of large, demountable, ballastable,
trimmable, concrete caissons 119. Such caisson platforms 119, and
their use, are described in detail in my U.S. Pat. No. 6,017,617,
which is incorporated herein by reference.
[0182] FIGS. 8, 10 and 11 show embodiments of the crane apparatus
of the invention installed on wharves or bulkhead wharves 120. FIG.
8 shows a typical wharf or bulkhead wharf 120 built by standard
construction. In this case, for example, the dock front is shown as
being constructed by the plinth, slab and piling method 114. FIG.
10 shows, for example, the wharf or bulkhead wharf 120 constructed
using caissons 119 together with a concrete apron 114a.
[0183] One difference between the embodiments of the invention
shown in FIGS. 8, 10 and 11, as against that shown in FIG. 1, is
that the fixed platform for storing re-stow containers is not
required. With the added land available back from the dock face and
cranes, the option exists as to whether to re-stow containers 116
on a fixed platform or on the ground.
[0184] Also with added backland being available with a wharf or
bulkhead wharf installation 120, and as shown in FIGS. 8, 10 and
11, it is possible that a wider range of container
moving-and-handling equipment can be utilized. The more restricted
real estate available with piers 114 results in the over-the-ground
equipment that can be used being limited as to type and numbers. In
the case of wharves and bulkhead wharves 120, as seen in FIGS. 8
and 10, other types of equipment can be used, especially those that
require more room to maneuver, such as multi-trailer sets (MTS) E,
rubber-tired gantries (RTGs) G, and straddle carriers F. Also
readily usable in this category, but not shown, would be
reach-stackers and top-picks.
[0185] All the scanning and direct transshipment functions that the
parent quayside container cranes 101 and their sibling RMG cranes
104 are described as being able to execute in the embodiments of
FIGS. 5 and 7 on piers 114, are capable of being executed on the
wharves and bulkhead wharves 120 in the embodiments of FIGS. 8, 10
and 11. The crane apparatus of the present invention will be just
as cost-effective and as efficient in terms of lifts per hour, and
cycle time, whether installed on a pier, a wharf or a bulkhead
wharf.
[0186] FIG. 11 differs from FIG. 10 only in that it shows the
installation of automated overhead bridge cranes (OBCs) H for
stacking containers in the terminal. The installation of the OBCs H
reduces the handling cost per container and allows for greatly
increased stacking density per acre. Recent developments in this
area in Singapore, Hong Kong and Antwerp, where backland is
relatively restricted, have seen the installation of OBC systems
resulting in a terminal efficiency in the order of 11,000
TEUs/acre/year. For comparison purposes, the efficiency of the Port
of NY/NJ container terminals is in the order of 1,250
TEUs/acre/year.
[0187] Ideally, as shown in FIG. 11, the machinery
trolley/hoist/spreader 106a, under the control of the operator in
the operator control cabin 106b, would drop the container 108 to
the ground behind the backlegs of the cranes. From there, 1-over-1
shuttle straddle carriers F (such as those of several manufacturers
including Kalmar Industries) would only have to move the containers
108 a short distance to a point where the OBCs H could pick them up
and transfer them to the stacks. The combined efficiencies of the
crane apparatus of the present invention, together with automated
overhead bridge cranes H in a stacking area as close as possible to
these cranes, would result in a most efficient and cost-effective
marine container terminal layout and design, especially in areas
where backland is restricted.
[0188] FIG. 12 shows an embodiment of the crane apparatus of the
invention which is smaller, and lower in height, than the
embodiments described heretofore. This embodiment of crane
apparatus has parent quayside container cranes 130 equipped with
container security scanning systems S1 and sibling RMG cranes 104
and is designed to scan and transship containers directly between
container feeder vessels and/or barges B and double-stack C1,
and/or single-stack C2, container rail-cars that are part of cuts
of container unit-trains positioned immediately under the cranes.
As it does not have to transship containers 108 from large
container vessels A, as shown in FIGS. 5-8 and 10 and 11, this
combination of cranes can be of a far more compact design and
therefore cost considerably less to construct.
[0189] This embodiment of the invention can also be installed on
piers 114, as shown in FIG. 12, or on a wharf or bulkhead wharf,
similar to those shown in FIGS. 8, 10 and 11.
[0190] While the present invention has been described with
reference to presently preferred embodiments thereof, other
embodiments as well as obvious variations and modifications to all
the embodiments will be readily apparent to those of ordinary skill
in the art. The present invention is intended to cover all such
embodiments, variations and modifications that fall within the
spirit and scope of the appended claims.
* * * * *