U.S. patent application number 13/400327 was filed with the patent office on 2012-09-06 for container cargo transfer system.
Invention is credited to W. J. "Jim" AMOSS, JR., Matthew Amoss, Robert S. Amoss.
Application Number | 20120224946 13/400327 |
Document ID | / |
Family ID | 32658713 |
Filed Date | 2012-09-06 |
United States Patent
Application |
20120224946 |
Kind Code |
A1 |
AMOSS, JR.; W. J. "Jim" ; et
al. |
September 6, 2012 |
Container Cargo Transfer System
Abstract
A platform container transfer terminal (10) functions as an
efficient hub port. Sea Point.TM. Transfer station modules (21, 22,
23) can be moved intact across oceans for rapid erection in remote
or strategic locations to provide high speed loading and unloading
of large container vessels (31, 32) to lighters or feeder vessels
(41, 42, 43, 44, 45) and/or to facilities adjacent. A gantry crane
(510) combined with one or more rotating boom cranes (11, 12, 17,
18) increases cargo productivity economically. There can be two
luffing boom cranes attached to the gantry and two slewing boom
cranes attached to the gantry. One can retrofit an existing gantry
by attaching a boom crane and frame to a ship-to-shore gantry.
Inventors: |
AMOSS, JR.; W. J. "Jim";
(New Orleans, LA) ; Amoss; Robert S.; (New
Orleans, LA) ; Amoss; Matthew; (New Orleans,
LA) |
Family ID: |
32658713 |
Appl. No.: |
13/400327 |
Filed: |
February 20, 2012 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
12794225 |
Jun 4, 2010 |
8118534 |
|
|
13400327 |
|
|
|
|
12015915 |
Jan 17, 2008 |
|
|
|
12794225 |
|
|
|
|
10617366 |
Jul 10, 2003 |
|
|
|
12015915 |
|
|
|
|
09735343 |
Dec 11, 2000 |
|
|
|
10617366 |
|
|
|
|
10016169 |
Nov 30, 2001 |
|
|
|
09735343 |
|
|
|
|
Current U.S.
Class: |
414/803 ;
414/138.5 |
Current CPC
Class: |
B66C 19/002 20130101;
B65G 67/603 20130101 |
Class at
Publication: |
414/803 ;
414/138.5 |
International
Class: |
B63B 27/30 20060101
B63B027/30 |
Claims
1. A method of transporting goods, comprising: providing a
platform; providing cranes on the platform; providing
bi-directional draw bar multi-trailers for receiving containers
from the cranes and delivering containers to the cranes; providing
yard tractors with automatic hitches for moving the trailers;
transferring goods between an ocean-going vessel and the trailers
and barges or other shallower-draft feeder vessels using the cranes
on the platform to unload the ocean-going vessel by transferring
its containers to the trailers and the barges or other
shallower-draft feeder vessels and vice versa; using the yard
tractors with automatic hitches to move the trailers.
2-73. (canceled)
74. A system for transshipping containerized cargo, comprising: a
transshipping platform; a plurality of cranes on the transshipping
platform for transferring goods between an ocean-going vessel and a
barge or other shallower-draft feeder vessel using the cranes on
the transshipping platform, the cranes including a gantry crane
with trolleys and hatch storage; bi-directional draw bar
multi-trailers for receiving containers from the cranes and
delivering containers to the cranes; and yard tractors with
automatic hitches for moving the trailers.
75. A method of transporting goods, comprising: providing the
system of claim 74; transferring goods between an ocean-going
vessel and barges or other shallower-draft feeder vessels using the
cranes to unload the ocean-going vessel by transferring its
containers to the trailers and then to the barges or other
shallower-draft feeder vessels, and vice versa.
76. The method of claim 75, further comprising using the yard
tractors with automatic hitches to move the trailers.
77. The method of claim 1, wherein the platform is a jack-up
barge.
78. A method of transferring containers from a ship to barges
positioned nearby, comprising: providing a gantry crane on a gantry
crane platform; providing a plurality of cranes on a multi-purpose
container platform near the gantry crane platform; positioning the
ship near the gantry crane platform and the multi-purpose container
platform; positioning the barges near the gantry crane platform and
the multi-purpose container platform; selecting containers from the
ship in the optimal order for direct placement into the barges
positioned nearby; and using the cranes to move the containers from
the ships to the barges.
79. The method of claim 78, wherein the order of the containers is
selected using a dynamic system that continuously measures actual
conditions such as equipment slow downs, breakdowns or resource
overloads that are creating temporary system bottlenecks and
directs the equipment to optimize operations by adjusting the next
best pick for the container to be selected.
80. The method of claim 79, wherein the dynamic system evaluates
container dimensions, weight, type, hazardous cargo, oversize and
reefer containers during the sorting into the individual
barges.
81. The method of claim 79, wherein the dynamic system sorts
containers into the correct destination barge while maintaining the
barge trim and balance.
82. The method of claim 79, wherein the dynamic system sorts
containers by train destination for placement in barges destined
for direct discharge to a wharf with a rail on dock facility.
83. The method of claim 82, wherein the dynamic system puts a
number of containers in a temporary stack within reach of a crane
to facilitate train destination block sorting.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This is a continuation of U.S. patent application Ser. No.
12/794,225, filed 4 Jun. 2010 (issuing as U.S. Pat. No. 8,118,534
on 21 Feb. 2012), which is a continuation of U.S. patent
application Ser. No. 12/015,915, filed 17 Jan. 2008, now abandoned,
which is a continuation of U.S. patent application Ser. No.
10/617,366, filed 10 Jul. 2003, now abandoned, which is a
continuation-in-part of U.S. patent application Ser. No.
09/735,343, filed Dec. 11, 2000, now abandoned, and of U.S. patent
application Ser. No. 10/016,169, filed 30 Nov. 2001, now abandoned.
Each of these applications are hereby incorporated herein by
reference.
[0002] U.S. Provisional Patent Application Ser. No. 60/170,270,
filed 11 Dec. 1999, is incorporated herein by reference.
[0003] U.S. patent application Ser. No. 09/735,343, filed Dec. 11,
2000, is incorporated herein by reference, as is the published
version of that patent application.
[0004] International Patent Application No. PCT/US00/33568, filed
Dec. 11, 2000, is incorporated herein by reference, as is the
published version (Int. Pub. No. WO 01/42125) of that patent
application.
[0005] U.S. patent application Ser. No. 10/016,169, filed 30 Nov.
2001, is incorporated herein by reference, as is the published
version of that patent application.
[0006] International Patent Application No. PCT/US01/48090, filed
30 Nov. 2001, is incorporated herein by reference, as is the
published version (Int. Pub. No. WO 02/044073) of that patent
application.
[0007] U.S. Provisional Patent Application Ser. No. 60/310,593,
filed 7 Aug. 2001, is incorporated herein by reference.
[0008] U.S. Provisional Patent Application Ser. No. 60/270,334,
filed 21 Feb. 2001, is incorporated herein by reference.
[0009] U.S. Provisional Patent Application Ser. No. 60/250,053,
filed 30 Nov. 2000, is incorporated herein by reference.
[0010] U.S. Provisional Patent Application Ser. No. 60/394,988,
filed 10 Jul. 2002, is incorporated herein by reference.
[0011] Priority of these patent applications is hereby claimed and
they are all incorporated herein by reference.
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
[0012] Not applicable
REFERENCE TO A "MICROFICHE APPENDIX"
[0013] Not applicable
BACKGROUND OF THE INVENTION
[0014] 1. Field of the Invention
[0015] The present invention relates to cargo transfer systems.
More particularly, the present invention relates to systems for
transferring cargo between ocean-going vessels and land
destinations or ocean-going vessels and barges or between
ocean-going vessels, barges, and landside terminals, and including
direct transfer from barges to rail without storing the goods
landside.
[0016] 2. General Background of the Invention
[0017] At present large container vessels provide economies of
scale by carrying very large numbers of intermodal containers and
container derivative devices such as flat racks and open tops
containers. Such large ships today carry more than 6000 twenty foot
equivalent units (TEU) and still larger ocean-going vessels are
foreseen. The containers carried by these large vessels are
generated by several regional ports spread geographically over
areas such as South East Asia, UK/North Europe or a US coastal
region. This requires the large vessel to either make multiple port
calls, some times once to discharge and later to double back to
load, or by using a port in the region as a hub port where the
large vessel proceeds to a landside terminal, from which containers
are both landed for local distribution and transshipped to feeder
vessels or barges and/or to trucks or rail cars, for distribution
to other port destinations. The terminal operation required at
landside hub ports is extensive and costly involving trucking from
quay to storage in stacks and load out in a reverse operation at
later dates to on carrying vessels.
[0018] Typically, import containers discharged from a large carrier
vessel at a landside terminal are hauled from the dock side to
stacked storage on the back side of the terminal or placed on
wheeled chassis and parked for later haul back to cranes for
loading to feeder vessels or to rail cars at distant sidings or
transferred to trucks for delivery to other ports or inland
locations.
[0019] Outbound containers are received at a landside terminal from
rail sidings, often at remote locations or from drays and long haul
trucks or feeder vessels and assembled on the backside of the
terminal awaiting the arrival and readiness of the large carrier to
load. Hundreds of acres of land are required for such operations in
addition to the several handling operations involved.
[0020] The critical matter of road and rail infrastructure required
for landside terminals to accommodate large vessels can take
decades to develop and billions of dollars in cost. Environmental
issues may also intervene. In Vietnam, a jack-up causeway was used
to unload containers from ships. The causeway was used as a dock
where trucks took the containers as they were unloaded and hauled
away.
[0021] The Freeport Sulphur mine is a series of jack-up barges
strung together.
[0022] Cranes for transferring containers from ships include gantry
cranes and boom cranes.
[0023] The following patents documents are incorporated herein by
reference:
[0024] U.S. Pat. Nos. 969,164; 1,193,587; 1,237,573; 1,346,068;
1,547,536; 2,308,743; 3,149,733; 3,183,676; 3,290,007; 3,367,119;
3,586,152; 3,606,251; 3,750,210; 3,945,450; 3,958,106; 3,967,457;
4,310,277; 4,363,411; 4,417,664; 4,456,404; 4,465,012; 4,482,272;
4,505,616; 4,544,137; 4,547,857; 4,568,232; 4,589,799; 4,627,768;
4,632,622; 4,652,177; 4,666,341; 4,678,165; 4,722,640; 4,762,456;
4,813,814; 4,916,999; 5,028,194; 5,139,366; 5,224,798; 5,456,560;
5,478,181; 5,515,982; 5,580,189; 5,733,092; 5,797,703; 5,807,029;
DE 455 495; DE 1 079 299; DE 25 43 156; FR 588,542; GB 17,349; and
all patent documents mentioned herein.
[0025] U.S. Pat. No. 4,762,456 discloses a cargo container loading
and unloading operation where a floating crane is used to transfer
containers between deep draft ships and shallow draft ships.
[0026] U.S. Pat. No. 4,363,411 (see col. 3, lines 44-53) discloses
a loading/unloading crane system that is placed between the ocean
and a lagoon to handle deep draft and shallow draft ships at the
same time.
[0027] U.S. Pat. No. 4,465,012 discloses a floating crane
transhipment device to accommodate movement of cargo between ships
and barges.
[0028] U.S. Pat. No. 4,568,232 discloses a floating horizontal boom
bulk unloader that allows shallow draft ships to be loaded and
unloaded from a deep draft ship.
[0029] U.S. Pat. Nos. 4,310,277; 4,457,85; 4,544,137; 4,632,622;
and 5,028,194 disclose cargo transfer systems supported on open sea
platforms with one or more cranes.
BRIEF SUMMARY OF THE INVENTION
[0030] The apparatus of the present invention comprises a platform
container transfer terminal that functions as an efficient hub
port. Sea Point.TM. Terminal modules can be constructed to move
intact across oceans for rapid erection in remote or strategic
locations to provide high speed loading and unloading of large
container vessels to lighters or feeder vessels and/or to/and
facilities adjacent.
[0031] One embodiment of the present invention includes a container
offloading facility made of jack-up barges. There can be, for
example, four jack-up barges, each barge from 100 feet (30.5 m) to
700 feet (213.4 m) (e.g., 450 feet (137.2 m)) long and 25 feet
(7.62 m) to 250 feet (76.2 m) (e.g., 100 feet (30.5 m)) wide, in an
ocean-going hull design, with e.g. a 20 foot (6.1 m) hull depth,
and placed end-to-end to provide a platform (e.g. 1800 feet (548.6
m) long). There can be multiple (for example, 4) cranes per
platform. The facility could advantageously be placed at the mouth
of a river (such as at the mouth of the Mississippi River) to
provide a sea coast or near sea coast transfer port for large
vessels.
[0032] The container cranes used with the facility of the present
invention can include a boom on the backside which is much longer
than a conventional backside boom on a land terminal. This
facilitates loading the feeder vessels or barges while at the same
time offloading the ocean-going container or cargo ships (and vice
versa).
[0033] The present invention also comprises a method of
transporting goods, comprising using a jack-up barge to transfer
goods from an ocean-going vessel to a barge or other
shallower-draft feeder vessel.
[0034] The present invention also comprises a method of
transporting goods, comprising using a pile-supported platform deck
on which cranes operate to transfer goods from an ocean-going
vessel to a barge or other type feeder vessels.
[0035] The present invention can be constructed as a floating
mobile terminal or as a fixed terminal on pile or material
foundation. The Sea Point.TM. platform concept consists of a
platform structure erected in a semi-sheltered location such as at
the mouth of a river, bay, sound or inlet with sufficient water
depth, natural or dredged, to accommodate ocean-going vessels on
one side and feeder vessels or barges on the opposite side. The
platform may be constructed on pilings in the manner of a
pile-supported dock, as an artificial island built up of material,
or as floating modules with spud legs which can be towed intact to
remote transoceanic locations and combined for rapid jack-up
assembly as one platform made from multiple modules at the chosen
site. Floating modules with jack-up supporting legs that can be
embedded in the solid bottom material allows almost immediate
erection of the platform to its desired height ready to accommodate
container transfers between large carriers on one side and feeder
vessels or barges on the opposite side. Towable jack-up platform
modules are particularly attractive for military rapid deployment
needs and could be a valuable element of U.S. prepositioned forces
or reserve fleet components.
[0036] The platform (FIG. 1) serves as the base for container
handling cranes one version of which has been designed to have an
extreme reach on the large vessel side as well as on the feeder
side so that even a postpanamax vessel (over 105 feet (32 m) wide)
up to 200 feet (61 m) wide can be loaded or discharged by the
container crane boom on the large vessel side to or from barges or
feeders docked two or more (e.g., four) wide up to +200 feet (61 m)
off the feeder vessel side. These container cranes using
state-of-the-art hoisting speed at lifting capacity and with high
horizontal travel speeds can, in one transfer cycle, lift two or
more loaded containers at a time and rapidly transfer them to or
from stowed positions on the feeders. Feeder vessels or barges
being shorter and less wide and deep than large container carriers
can be berthed on the platform side opposite the larger vessels in
multiple sets (FIG. 2) so that distribution to multiple
destinations can be served quickly by loading some feeders with
specifically destined containers and dispersing them immediately
upon completion of discharge. Simultaneously, outbound cargo would
be brought to Sea Point.TM. by separate feeder vessels or barges
and placed along side the platform feeder side to be transferred to
the large vessel as soon as the loaded feeders are taken away from
the dock.
[0037] During loading or discharge at a Sea Point.TM. transfer
platform, outport destined containers may be landed to transfer
cars stationed under the crane legs on designated road ways that
may run in opposite directions in order to distribute such
containers to other cranes serving feeders for their destinations
(FIGS. 3 and 4). This would be accomplished by vehicles (for
example, light tractors) hauling these containers (e.g., on cars or
chassis) to those cranes loading the desired feeders, reducing the
necessity for stacking or grounding containers on the platform
during cargo operations. The container crane can also be designed
to have two separate cabs with traveling trolleys that move outward
from a center raised platform located between the legs of the
crane; this provides rapid transfer from each side that will speed
up the loading and discharge cycles substantially (FIGS. 3 and
4).
[0038] A pile-supported platform or a platform on a built-up
material (spoil or otherwise) island can be used as the foundation
for the transfer platform of the present invention, which in cases
where mobility is of no value, would be a cheaper mode of
construction.
[0039] Other configurations of transfer cranes have certain
advantages where alternative container cells on the large vessels
and/or the feeder vessels are served by special crane arrangements
as shown, for example, in FIGS. 5-8.
[0040] The delivery to various Port terminals by feeder barges or
feeder vessels permits each port terminal to be designed to
discharge the less costly unmanned vessel units, direct to rail car
and truck lanes located along the dockside within the reach of port
cranes' terminal side. Extended landside booms on port cranes can
accomplish this efficiently and provide added opportunity by
placing containers directly on stacks in the terminal yard saving
costly terminal handlings and reducing significantly the acreage
required for each container terminal. The Sea Point.TM. platform
can also be placed so as to provide offloading from large vessels
to feeders and to adjacent terminal docks by locating the platform
in water at a distance of about 100 feet (30.5 m) from the land
terminal thus allowing one or more (e.g., two) feeder vessels to be
berthed between the Sea Point.TM. platform and land terminal. The
long (e.g., 200 foot (61 m)) reach of the crane's booms on each
side of the platform would allow transfers between the land
terminal, feeder vessels and the large vessel as desired.
[0041] The critical matter of road and rail infrastructure required
for landside terminals to accommodate large vessels can take
decades to develop and billions of dollars in cost. Environmental
issues may also intervene. In contrast a Sea Point.TM. transfer
platform can be fabricated for erection in appropriate water depth
locations in less than two years time and its size is unlimited.
Ideally, Sea Point.TM. platforms can also be phased in to provide
an initial length and width to handle, for instance, the next half
decade of expected use and then expanded to any greater length or
width when required.
[0042] The present invention comprises a method of transporting
goods, comprising:
[0043] providing a jack-up barge;
[0044] providing a crane on the jack-up barge;
[0045] transferring goods from an ocean-going vessel to a barge or
other shallower-draft feeder vessel using the crane on the jack-up
barge. Preferably, the jack-up barge is positioned at the mouth of
a river.
[0046] The present invention also comprises a system for
transshipping containerized cargo, comprising:
[0047] a jack-up barge;
[0048] a crane on the jack-up barge for transferring goods from an
ocean-going vessel to a barge or other shallower-draft feeder
vessel using the crane on the jack-up barge.
[0049] The present invention further comprises a system for
transshipping containerized cargo, comprising:
[0050] a plurality of jack-up barges connected together end-to-end
to form a transshipping platform;
[0051] cranes on the jack-up barges for transferring goods from
ocean-going vessels to barges or other shallower-draft feeder
vessels using the cranes on the jack-up barges. Preferably, the
jack-up barges are each about 450 feet (137.2 m) long and about 100
feet (30.5 m) wide, with about a 20 foot (6.1 m) hull depth and an
ocean-going hull design. Preferably, there are at least four
cranes. Preferably, there is also an upper transfer platform above
the transshipping platform. Preferably, there are also cargo
transfer roadways on the transshipping platform.
[0052] The platform is preferably at least 100-200 feet (30.5-61 m)
long, more preferably at least 300 feet (91.4 m) long, even more
preferably at least 400 feet (121.9 m) long, and most preferably at
least 500 feet (152.4 m) long; the platform is preferably 20-1000
feet (6.1 m-305 m) wide, more preferably 40-500 feet (12.2 m-152.4
m) wide, and most preferably 60-200 feet (18.3-61 m) wide.
[0053] The present invention also comprises a gantry having one or
more boom cranes.
[0054] The ability for a port to enhance all of its cargo vessel
operations and particularly feeder and rail-on-dock operations by
fitting existing or new ship-to-shore gantries with a boom crane is
the primary benefit of the invention. The attached cranes can be
considered a movable accessory thereby allowing the terminal
operator to change the configuration of the gantry to optimize his
cranes for different cargo operations, including containers, bulk,
palletized and break bulk cargo.
[0055] The gantries of the present invention with boom cranes
attached thereto have utility, for example, in terminals operating
as transfer hubs for water-borne vessels, working from the transfer
rack and the barges or small feeder ships on the back side of the
platform or pier and larger ships on the ship side of the platform
or pier.
[0056] A preferred embodiment of the present invention is apparatus
including a gantry, a gantry crane attached to the gantry, and at
least one rotating boom crane attached to the gantry. There can be
at least two rotating boom cranes attached to the gantry. There is
preferably at least one boom crane attached to the ship side of the
gantry. There can be at least one boom crane attached to the back
side of the gantry.
[0057] In one embodiment of the invention, there are three rotating
boom cranes attached to the gantry. In one embodiment of the
invention, there are four rotating boom cranes attached to the
gantry. At least one of the boom cranes can be a rotating
horizontal slewing boom crane
[0058] The gantry can be a ship-to-shore gantry. A boom crane and
frame can be attached to the ship-to-shore gantry.
[0059] The apparatus of the present invention can include a boom
crane, a frame for supporting the boom crane, and means for
attaching the frame to a ship-to-shore gantry.
[0060] The boom crane in any embodiment could be a slewing boom
crane attached to the gantry, or a luffing boom crane attached to
the gantry.
[0061] In some embodiments, there can be at least one luffing boom
crane attached to the gantry and at least one slewing boom crane
attached to the gantry. In other embodiments, there can be two
luffing boom cranes attached to the gantry and two slewing boom
cranes attached to the gantry.
[0062] The apparatus of the present invention includes a platform
container transfer terminal that functions as an efficient hub
port.
[0063] More information about the invention can be found in the
papers attached to U.S. Provisional Patent Application No.
60/394,988, filed 10 Jul. 2002.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0064] For a further understanding of the nature, objects, and
advantages of the present invention, reference should be had to the
following detailed description, read in conjunction with the
following drawings, wherein like reference numerals denote like
elements and wherein:
[0065] For a further understanding of the nature, objects, and
advantages of the present invention, reference should be had to the
following detailed description, read in conjunction with the
following drawings, wherein like reference numerals denote like
elements and wherein:
[0066] FIG. 1 is a side view of a first embodiment of the apparatus
of the present invention;
[0067] FIG. 2 is a top view of the first embodiment of the
apparatus of the present invention;
[0068] FIG. 3 is a side view of a second embodiment of the
apparatus of the present invention;
[0069] FIG. 4 is a top view of the second embodiment of the
apparatus of the present invention;
[0070] FIG. 5 is a side view of a third embodiment of the apparatus
of the present invention;
[0071] FIG. 6 is a top view of the third embodiment of the
apparatus of the present invention;
[0072] FIG. 7 is a side view of a fourth embodiment of the
apparatus of the present invention;
[0073] FIG. 8 is a top view of the fourth embodiment of the
apparatus of the present invention.
[0074] FIG. 9 is a plan view showing two gantries of the present
invention;
[0075] FIG. 10 is a side elevational view showing a gantry of FIG.
9;
[0076] FIG. 11 is a plan view showing a gantry of the present
invention with two attached boom cranes;
[0077] FIG. 12 is a side elevational view showing another
embodiment of the present invention, a boom crane and frame
attached to a new or existing ship-to-shore gantry;
[0078] FIG. 13 is a plan view showing the gantry and boom cranes of
FIG. 12;
[0079] FIG. 14 is a front elevational view showing the gantry and
boom cranes of FIG. 12;
[0080] FIG. 15 is a view similar to FIG. 14, but showing an
embodiment of the invention including a rope luffing jib crane;
[0081] FIG. 16 is a plan view showing the gantry and boom cranes of
FIG. 12 adjacent barges; and
[0082] FIG. 17 is a plan view showing the gantry of FIG. 12
adjacent barges, but with a single attached boom crane;
[0083] FIG. 18 is a plan view of another embodiment of the present
invention;
[0084] FIG. 19 is an elevation of the embodiment of the present
invention shown in FIG. 18;
[0085] drawings of some embodiments of the present invention are
shown in the papers (incorporated herein by reference) attached to
U.S. Provisional Patent Application No. 60/394,988, filed 10 Jul.
2002.
DETAILED DESCRIPTION OF THE INVENTION
[0086] The Sea Point.TM. platform apparatus 10 (FIGS. 1 and 2) of
the first embodiment of the present invention comprises a platform
structure 20 erected in a semi-sheltered location such as at the
mouth of a river, bay, sound or inlet with sufficient water depth,
natural or dredged, to accommodate ocean going vessels 31, 32 on
one side and feeder vessels or barges 41, 42, 43, 44, 45 on the
opposite side. For example, the platform apparatus of the present
invention can be installed in the Mississippi River near Venice,
LA, US, adjacent the West bank at mile 12.2 above head of
passes.
[0087] Platform apparatus 10 (FIGS. 1 and 2) is similar to platform
apparatus 100 (FIGS. 3 and 4) but lacks upper transfer platform 65
and the double trolley system of platform apparatus 100. Both
platform apparatus 10 and platform apparatus 100 include a
helicopter pad (heliport) 75 at one end thereof.
[0088] The platform 20 may be constructed on pilings in the manner
of a pile-supported dock or as modules 21, 22, 23 with spud legs 24
which can be towed, floating, intact to remote transoceanic
locations for rapid jack-up assembly as one terminal made from
multiple modules 21, 22, 23 at the chosen site. Floating modules
21, 22, 23 with jack-up supporting legs 24 that can be embedded in
the solid bottom material allow almost immediate erection of the
platform 20 to its desired height ready to accommodate container
transfers between large carriers 31, 32 on one side and feeder
vessels or barges 41, 42, 43, 44, 45 on the opposite side. Towable
jack-up platform modules 21, 22, 23 are particularly attractive for
military rapid deployment needs and could be a valuable element of
U.S. prepositioned forces or reserve fleet components. As shown in
the drawings, the platform 20 is set out an appropriate height
above the water line 81 of water 80, with spud legs 24 extending
below the mud line 91 and through mud 90. The platform 20 (FIG. 1)
serves as the base for container handling cranes 51, 52, 53, 54
that can be designed to have an extreme reach on the large vessel
side as well as on the feeder side so that a panamax vessel 31 105
feet (32 m) wide, or a postpanamax vessel 32 up to 200 feet (61 m)
wide can be loaded or discharged by the container boom on the large
vessel side to or from feeders 41, 42, 43, 44, 45 docked two or
more wide up to about 200 feet (61 m) off the feeder vessel side.
These container cranes 51, 52, 53, 54 using state of the art
lifting speed and capacity and horizontal travel speeds can, in one
transfer cycle, lift two or more loaded containers 55 at a time and
rapidly transfer them to or from stowed positions on the feeders.
Cranes 51,52, 53, 54 can be similar to standard gantry container
handling cranes, and similar in construction to the cranes shown in
U.S. Pat. Nos. 4,363,411; 4,568,232; and 4,762,456. Cranes 51,52,
53, 54 each include crane legs 56, gantries 58 supported on legs
56, bracing 57 which interconnects legs 56 and which connects legs
56 to gantries 58, and trolley stops 59 to prevent the trolleys 71
from falling off of the ends of the gantries 58.
[0089] Feeder vessels or barges 41, 42, 43, 44, 45 being shorter
and less wide than large container carriers 31, 32 can be berthed
on the platform side opposite the larger vessels 31, 32 in sets
(FIG. 2) so that distribution to multiple destinations can be
served quickly by loading the feeders with specifically destined
containers and dispersing immediately upon completion of discharge.
Simultaneously, outbound cargo would be brought to Sea Point.TM. by
separate feeder vessels or barges 41, 42, 43, 44, 45 and placed
alongside the platform to be transferred to the large vessels 31,
32 as soon as the empty feeder is taken away from the dock. It is
also possible to use one vessel/barge as a carrier for export and
import transferred containers.
[0090] During loading or discharge at a Sea Point.TM. transfer
platform, outport destined containers 55 may be landed to one or
more transfer cars 61 stationed under the crane legs 56 on
designated road ways 62 that may run in opposite directions so as
to distribute such containers 55 to cranes serving feeders for
their destinations (FIG. 3). This would be accomplished by vehicles
(such as light tractors 76--see FIG. 7) hauling these containers on
cars or chassis 61 to cranes loading the desired feeders, reducing
or eliminating any necessity for stacking or grounding containers
on the platform during cargo operations. The container cranes 51,
52, 53, 54 can also be designed to each have two separate cabs and
traveling trolleys 71 that move outward from a center raised
transfer rack 65; this provides rapid transfer from each side that
will speed up the loading and discharge cycles substantially (see
FIG. 3). As shown in FIG. 3, containers 55 can rest on transfer
rack 65 while waiting to be transferred between ships 31, 32, and
barges 41, 42, 43, 44, or 45. Adjacent transfer rack 65 are
openings 66 to allow containers 55 to move from the cranes 51, 52,
53, 54 to road ways 62.
[0091] The delivery to various port terminals by feeder barges or
feeder vessels 41, 42, 43, 44, 45 permits each port terminal to be
designed to discharge these less costly vessel units 41, 42, 43,
44, 45, direct to rail car and truck lanes located along the
dockside within the reach of port cranes' terminal side. Extended
landside booms on port cranes can accomplish this efficiently and
provide added opportunity that save several costly terminal
handlings and reduces significantly the acreage traditionally
required for each container terminal. The Sea Point.TM. platform
apparatus can also be placed so as to provide offloading from large
vessels to feeders and to adjacent terminal docks by locating the
platform in water at a distance of about 100 feet (30.5 m) from the
land terminal thus allowing one feeder vessel to be berthed between
the Sea Point.TM. platform and land terminal. The reach (e.g. 200
feet--61 m) of the crane on each side of the platform would allow
transfers between the land terminal, feeder vessels and the large
vessel as desired.
[0092] The platform apparatus 110 of the third embodiment of the
present invention is shown in FIGS. 5 and 6. Apparatus 110 includes
a platform 120 supported by piles 124 imbedded in mud 90. Two
container handling gantry cranes 151 and 152 are shown in FIG. 6.
Crane 151 includes a gantry 153, a boom crane 141 with lifting
hoist, and pedestal type boom cranes 143 and 144 with lifting
hoists. Crane 152 includes a gantry 154, a boom crane 142 with
lifting hoist, and pedestal type boom cranes 145 and 146 with
lifting hoists.
[0093] The circles in FIG. 6 show the reach of the various cranes.
As can be seen in FIG. 6, there are two storage stacks of
containers 55 out of reach of the cranes (these containers 55 can
be moved around by light tractors 76--see FIG. 7), and various
stacks of containers 55 are shown which can be reached by more than
one crane. In FIG. 6, the barges 41, 42, 433, and 44 can be
partially unloaded onto platform 120 before ship 32 arrives to
minimize dock time of ship 32.
[0094] The platform apparatus 200 of the fourth embodiment of the
present invention is shown in FIGS. 7 and 8. Apparatus 200 includes
a platform 220 on which are mounted two container handling gantry
cranes 251 and 252. Crane 251 includes a gantry 253, a boom crane
241 with lifting hoist, and telescopic boom cranes 243 and 244 with
lifting hoists. Crane 252 includes a gantry 254, a boom crane 242
with lifting hoist, and telescopic boom cranes 245 and 246 with
lifting hoists.
[0095] The circles in FIG. 8 show the reach of the various cranes.
As can be seen in FIG. 8, there are four mobile harbor cranes 231,
232, 233, and 234. The containers 55 out of reach of the fixed
cranes can be moved around by light tractors 76--see FIG. 7--or by
the mobile harbor cranes 231, 232, 233, and 234. FIG. 8 shows a
causeway 225 from platform 220 to shore (not shown). This causeway
225 allows platform 220 to be supplied from shore as well as by
barge and ship.
[0096] The various cranes shown in FIG. 8, the light tractors 76,
and cars 61 move containers 55 among ship 32, feeder vessels 342
and 344, and barges 345 and 346.
[0097] In FIG. 8, the barges 345 and 346 can be partially unloaded
onto platform 220 before ship 32 arrives to have empty slots
available for the ship containers to minimize dock time of ship
32.
[0098] In FIG. 8, the gantry trolleys 71 unload above-hatch
containers until the first hatch is cleared. Hatch covers are
removed and cargo containers are unloaded to the bottom of the
cell. Once a cell has been cleared, the cargo operations using
trolleys to load and unload containers with each trolley move. The
gantry trolleys 71 and the boom cranes 241 and 242 work the ship
cargo. The gantry trolleys 71 deliver containers to the fixed
container racks 65. The trolleys 71 may also land containers 55 on
the shuttle cars 61 or on the platform 220 along the ship 32.
[0099] The cranes 243, 244, 245, 246 attached to the barge side of
the gantries 253, 254 load from rack 65 to barges/feeder vessels
342, 344 and back. These cranes may also work to and from the dock
transfer areas and the shuttles 61.
[0100] The boom cranes 241, 242 unload containers to the shuttle
cars 61 or to the dock transfer areas.
[0101] The mobile harbor cranes 231, 232, 233, and 234 are set to
work the barges 345 and 346 and feeder vessels 342 and 344 and
stack.
[0102] All of the cranes are preferably equipped with
anti-collision controls.
[0103] The critical matter of road and rail infrastructure required
for landside terminals to accommodate large vessels can take
decades to develop and billions of dollars in cost. Environmental
issues may also intervene. In contrast a Sea Point.TM. transfer
platform can be fabricated for erection in appropriate water depth
locations in no more than two years time and size is unlimited.
Ideally, Sea Point.TM. platforms can also be phased in to provide
an initial size to handle, for instance, the next half decade of
expected use and then expanded to any greater size when
required.
[0104] Some embodiments of the present invention combine a gantry
crane with one or more rotating boom cranes to increase cargo
productivity economically.
[0105] The addition of one or two boom cranes to the ship side of
the gantry allows a substantial increase in cargo productivity with
a minimal cost.
[0106] Adding one or two boom cranes to the back side of a gantry
will substantially increase the productivity of the gantry's ship
unloading trolley. The increased reach of a boom allows terminal
operators to efficiently load and unload barges, small feeder
ships, trucks (terminal or road) and trains depending upon the
terminal design.
[0107] FIGS. 9 and 10 show a container vessel 720 along a dock 30
with two gantry cranes 410 and 510. Gantry 510 has two ship side
boom cranes 11 and 12 working to and from transfer areas 13 and 14.
Trolley 15 of gantry 510 works to and from the ship 720 and
transfer rack 16. Back boom cranes 17 and 18 of gantry 510 work
between transfer rack 16 and the container storage stack 19. Back
boom cranes 17 and 18 also work between transfer areas 13 and 14
and the container storage stack 19. Operations of gantry 410 are
similar, though as shown gantry 410 has a single ship side boom
crane 112. Like gantry 510, gantry 410 has two back boom cranes 117
and 118. Trolley 115 and cranes 112, 117, and 118 all work with a
transfer rack 116.
[0108] In some terminals, one might use gantries similar to
gantries 510 and 410, but without back boom cranes (see gantry 210
in FIG. 11, showing two ship side boom cranes 211 and 212). In such
a terminal, cargo transferred between vessel 221 and dock 230 might
be handled with terminal tractors (not shown). Other vehicles such
as AGV's (automated guided vehicles) and over-the-road approved
trucks and trailer chassis can be used depending upon the terminal
operations.
[0109] FIG. 11 shows a 9-container wide ship 221 with one gantry
210 configured with two ship-side boom cranes 211 and 212. Gantry
210 with two attached pedestal cranes 211 and 212 working a
9-container wide ship 221 gives simultaneous access to 53 cells
versus a standard gantry's access of only 9 cells. Two standard
gantries working as close as possible to each other cannot access
the ship's bay between them without both cranes gantrying to new
positions. The improved gantry 210 with two boom cranes 211 and 212
reaches seven adjacent bays without moving the gantry. A small
terminal using the improved gantry 210 can handle ships efficiently
and allow a more flexible ship stowage plan.
[0110] In FIG. 11, the hatched area shows a reach into 53 cells on
a 9-wide ship 221 using a 100' (30.5 m) boom reach.
[0111] Gantry cranes similar to gantry cranes 510 and 410 might be
used on a platform or finger pier handling cargo between ships (or
larger barges) and feeder vessels or barges. In this example the
terminal operates as a transfer hub for water born vessels, and the
gantry cranes might each have a single ship side boom crane and two
back boom cranes (the ship side boom cranes could be positioned
distant from one another on the gantries).
[0112] Gantry cranes 510 and 410 might be used to transfer cargo
between a dock and a container vessel along the dock In such a
situation, gantry cranes 510 and 410 would work between a ship or
barge and the storage stack, trucks and trains.
[0113] One or more of the boom cranes attached to the gantry cranes
of the present invention can be horizontal slewing boom cranes (not
shown in the drawings).
[0114] The examples mentioned herein show some of the benefits that
can be achieved by combining a gantry with a boom crane. The
examples do not show all of the possible applications. Some of the
other possible benefits are for terminals that specialize in mixed
cargo including containers, bulk and break bulk cargoes in bags,
pallets, coils etc.
[0115] FIGS. 12-17 show an embodiment of the present invention, a
boom crane and frame to be attached to a new or existing ship to
shore gantry. This embodiment of the present invention allows the
attachment of a boom crane to a new or existing gantry without
substantially increasing wheel loads of the existing gantry. The
boom cranes' stability benefits from the attachment. The invention
shown in FIGS. 12-17 will allow the addition of one or two boom
cranes to an existing gantry without significant structural change
to the existing gantry and rail system. A conventional
ship-to-shore gantry with one or more attached boom cranes
increases cargo productivity economically and improves the
efficiency of moving both containerized and non-containerized
cargoes between vessels and land side truck/rail-on-dock transport
at terminals. The invention improves the transfer of containers or
other cargo between ships and feeder vessels or barges.
[0116] FIGS. 12 and 13 show a conventional ship-to-shore gantry 310
with two pedestal-type boom cranes 311 and 312 on separate frames
321 and 322 attached to the main gantry 310. Other boom cranes such
as harbor cranes, jib cranes, telescopic and any other crane with a
boom can be attached. The crane frames 321 and 322 can be (and
preferably are) built to match the main gantry rail gauge and
portal beam clearance. The wheels 343 (see FIGS. 14 and 15) of the
boom crane frames 321 and 322 can be freewheeling. Hoist, luffing
and sluing power for the attached cranes 311 and 312 can be
provided in several ways. The main gantry power supply can be sized
to provide the additional power needed for the attached cranes 311
and 312. The attached cranes 311 and 312 may also have a built in
diesel/electric or diesel/hydraulic power system located over the
back wheels of the crane frames 321 and 322. A separate cable reel
or other power conveyance method can be used for the attached
cranes 311 and 312 when power is supplied from a utility or a
generating plant in the port area. A container ship 320 is shown in
FIGS. 12 and 13. A trolley 315 is best seen in FIG. 12.
[0117] FIGS. 14 and 15 show different methods used to attach the
crane frames 321, 322 to the main gantry 310. The attachment points
can be built on both sides of the frame 321, 322 (FIG. 15) and on
the main gantry 310 thereby allowing a crane to be moved and
attached to either side of a gantry 310. The design will be
engineered to distribute the attached crane weight to the separate
crane frame wheels 343 without adding significant weight to the
main gantry wheels 353. The number of wheels for the crane frame
321, 322 can be designed to keep the wheel weights within the rail
design limits of the facility. The attachment points on the main
gantry 310 are located to provide crane stability in the
"East/West" direction along the dock 330. The "North/South" crane
stability results from the separate crane frame. A structural
analysis of the existing gantry and the dynamic forces of the
operations will determine the best points for the attachment.
[0118] FIG. 14 shows the preferred location of slip pins 344 and
fixed pins and a detail of a slip pin.
[0119] The braces should be engineered to be as high as possible
for crane stability. In FIG. 15, attachment points 361 are provided
on frame 441 for opposite side installation. In FIG. 15, a rope
luffing jib crane 411 replaces the hydraulic ram luffing crane 311
of FIGS. 12-14. Also, the separation of frame 441 from gantry 310
is greater than the separation of frame 322 from gantry 310 to give
added stability and reach to crane 411.
[0120] FIGS. 16 and 17 show the modified gantry 310 positioned over
two standard hopper barges 420, 520. For barge and similar
operations where the vessel(s) being loaded are without ballast and
trim pumps, the modified gantries 310 are substantially more
productive because the barge trim can be maintained during
operations without gantrying up and down the length of the barge.
Hopper barges 420, 520 can be 35 feet (10.7 m) wide and 195 feet
(59.4 m) long, for example.
[0121] FIG. 17 shows a rail-on-dock operation 430. The boom crane
311 provides better reach to temporary stacks, trucks and train.
The improved reach gives a terminal operator added flexibility to
plan rail-on-dock operations efficiently.
[0122] In FIG. 17, a temporary storage stack 419 is indicated below
the truck lanes 428. Three trucks 424, 426, and 427 are on the
truck lanes 428. Railroad cars 461 or other like container-carrying
means are on track 462.
[0123] The present invention has particular utility in the systems
and methods disclosed in International Publication No. WO 01/42125
A1, which is incorporated herein by reference.
[0124] FIGS. 18 and 19 show Sea Point System Components of another
embodiment of the present invention.
Platform
[0125] Deck 601
[0126] MPC (multi-purpose container) Island 602
[0127] Deck Extensions 603
[0128] Causeway 604
[0129] Causeway truck turn-around 605
[0130] Mooring Dolphins 606
Lift Equipment
[0131] Over the Ocean vessel [0132] Gantry crane(s) with trolley's
and hatch storage 607 [0133] Sea Point gantry crane(s) (trolley
gantry cranes with one or two "boom" cranes attached and hatch
storage 608 [0134] Harbor crane(s) fixed or mobile 609. The harbor
cranes operate over the ship or barges. [0135] CBW type "boom"
crane(s) mounted on separate gantry frames with hatch storage
610.
[0136] Over the Barges [0137] MPC cranes with horizontal slewing
booms. 611 [0138] Harbor cranes fixed or mobile 609
Horizontal Conveyance Equipment
[0139] Bi-directional draw bar multi-trailers 612 and yard tractors
613 with automatic hitches.
Miscellaneous
[0140] Container scanning equipment 614
[0141] Fixed Barge shift equipment (winches and sliders) 615
[0142] Push boats 616
Facility Operating System
[0143] Software
[0144] Control and monitoring hardware
[0145] The use of a bi-directional drawbar double trailer
(multi-trailer) 612 with an automatic hitch improves the present
invention's operating flexibility, reduces labor, reduces vehicle
traffic and supports cargo operations at the platform extension
603.
[0146] The bi-directional trailer allows a tractor 613 to pull into
a narrow platform extension (about 50' wide) 603. The truck without
trailer can then make a U-turn and the trailer can be pulled out
from the other drawbar on the opposite end. This system can be used
in several areas of the platform to create additional barge docking
locations where the barges can be shifted independently of the
other barges. A single MPC barge crane 611 on a 50' wide platform
extension 603 can reach four barges and at least two trailers. The
ability to rapidly shift strings or sets of barges independently of
each other without interrupting the MPC cranes' cargo operations of
the remaining barges is essential to service the largest ship loads
without slowing the facility's productivity.
[0147] A separate MPC platform island 602 and mooring points 606
for the outer lane of barges gives each MPC 611 crane the ability
to reach every cell in four barges and two trailer lanes on the
main platform 601. The barges in each of the four lanes can be
shifted without interrupting the cargo operations to the three
remaining barge lanes.
PARTS LIST
[0148] The following is a list of parts suitable for use in the
present invention: [0149] 10 platform apparatus of a first
embodiment of the present invention [0150] 11 ship side boom cranes
[0151] 12 ship side boom cranes [0152] 13 transfer area [0153] 14
transfer area [0154] 15 trolley [0155] 16 transfer rack [0156] 17
back boom crane [0157] 18 back boom crane [0158] 19 container
storage stack [0159] 20 platform structure of platform apparatus 10
and 100 [0160] 21 jack-up module [0161] 22 jack-up module [0162] 23
jack-up module [0163] 24 spud legs [0164] 30 dock [0165] 31
ocean-going vessel [0166] 32 ocean-going vessel [0167] 41 barge
going to port C [0168] 42 barge going to port A [0169] 43 barge
going to port B [0170] 44 barge going to port A [0171] 45 barge
going to port D [0172] 51 container handling crane [0173] 52
container handling crane [0174] 53 container handling crane [0175]
54 container handling crane [0176] 55 loaded containers [0177] 56
crane legs [0178] 57 bracing [0179] 58 gantries [0180] 59 trolley
stops [0181] 61 transfer cars [0182] 62 road ways [0183] 65
transfer rack of platform apparatus 100 [0184] 66 openings adjacent
rack 65 [0185] 71 cabs and traveling trolleys [0186] 75 helicopter
pad (heliport) [0187] 76 yard tractor [0188] 80 water [0189] 81
water line [0190] 90 mud [0191] 91 mud line [0192] 100 platform
apparatus of the second embodiment of the present invention [0193]
110 platform apparatus of the third embodiment of the present
invention [0194] 112 ship side boom crane [0195] 115 trolley [0196]
116 transfer rack [0197] 117 back boom crane [0198] 118 back boom
crane [0199] 120 platform [0200] 124 piles for platform 120 [0201]
141 boom crane with lifting hoist [0202] 142 boom crane with
lifting hoist [0203] 143 pedestal type boom crane with lifting
hoist [0204] 144 pedestal type boom crane with lifting hoist [0205]
145 pedestal type boom crane with lifting hoist [0206] 146 pedestal
type boom crane with lifting hoist [0207] 151 container handling
crane [0208] 152 container handling crane [0209] 153 gantry of
crane 151 [0210] 154 gantry of crane 152 [0211] 200 platform
apparatus of the fourth embodiment of the present invention [0212]
210 gantry [0213] 211 ship side boom crane [0214] 212 ship side
boom crane [0215] 221 vessel [0216] 220 platform [0217] 225
causeway from platform 220 to shore [0218] 230 dock [0219] 231
mobile harbor crane [0220] 232 mobile harbor crane [0221] 233
mobile harbor crane [0222] 234 mobile harbor crane [0223] 241 boom
crane with lifting hoist [0224] 242 boom crane with lifting hoist
[0225] 243 telescopic boom crane with lifting hoist [0226] 244
telescopic boom crane with lifting hoist [0227] 245 telescopic boom
crane with lifting hoist [0228] 246 telescopic boom crane with
lifting hoist [0229] 251 container handling crane [0230] 252
container handling crane [0231] 253 gantry of crane 251 [0232] 254
gantry of crane 252 [0233] 310 conventional ship-to-shore gantry
[0234] 311 pedestal-type boom crane [0235] 312 pedestal-type boom
crane [0236] 315 trolley [0237] 320 container ship [0238] 321 frame
[0239] 322 frame [0240] 330 dock [0241] 341 slip pins [0242] 342
feeder vessel [0243] 343 wheels [0244] 344 feeder vessel [0245] 345
barge [0246] 346 barge [0247] 353 main gantry wheels [0248] 361
attachment points [0249] 410 gantry crane [0250] 411 rope luffing
jib crane [0251] 419 temporary storage stack [0252] 420 standard
hopper barges [0253] 424 truck [0254] 426 truck [0255] 427 truck
[0256] 428 truck lanes [0257] 430 rail-on-dock operation [0258] 441
frame [0259] 461 railroad cars [0260] 462 track [0261] 510 gantry
crane [0262] 520 standard hopper barges [0263] 601 deck [0264] 602
MPC island [0265] 603 deck extensions [0266] 604 causeway [0267]
605 causeway truck turn-around [0268] 606 mooring dolphins [0269]
607 gantry crane with trolleys and hatch storage [0270] 608 Sea
Point gantry crane (trolley gantry cranes with one or two "boom"
cranes attached and hatch storage) [0271] 609 Harbor crane, fixed
or mobile [0272] 610 CBW type "boom" crane mounted on separate
gantry frames with hatch storage [0273] 611 MPC cranes with
horizontal slewing booms [0274] 612 bi-directional draw bar
multi-trailers [0275] 613 yard tractors with automatic hitches
[0276] 614 container scanning equipment [0277] 615 fixed barge
shift equipment (winches and sliders) [0278] 616 push boats [0279]
720 container vessel
[0280] In all plan views, the circles and partial circles show the
maximum outreach of the boom crane whose base is at the center of
the partial circle.
[0281] Various features have been shown in various figures herein.
Feature appearing in one figure can be used with apparatus in other
figures. For example, though jack-up legs are shown in FIGS. 1 and
3, and pilings are shown in FIGS. 5 and 7, the platform in FIGS. 1
and 3 can be supported by pilings and the platform in FIGS. 5 and 7
can be supported by jack-up legs. Likewise, cranes appearing in one
figure can be used with the apparatus shown in other figures. Also,
various features shown in the various patents cited herein can be
incorporated into the apparatus of the present invention.
[0282] More information about the invention can be found in the
papers attached to U.S. Provisional Patent Application No.
60/394,988, filed 10 Jul. 2002.
[0283] Any suitable materials, such as steel, can be used to
construct the apparatus of the present invention. For example,
reinforced concrete can be used for the platform deck.
[0284] All measurements disclosed herein are at standard
temperature and pressure, at sea level on Earth, unless indicated
otherwise.
[0285] The foregoing embodiments are presented by way of example
only; the scope of the present invention is to be limited only by
the following claims.
* * * * *