AU2008219350B2

AU2008219350B2 - Combined Transportation Method for Non-Iso-Standard Containers

Info

Publication number: AU2008219350B2
Application number: AU2008219350A
Authority: AU
Inventors: Zhichun Ding; Xinlin Lu; Zhi Jun Zhang; Xiong Zhao
Original assignee: China International Marine Containers Group Co Ltd; Nantong CIMC Tank Equipment Co Ltd; Nantong CIMC Special Transportation Equipment Manufacture Co Ltd
Current assignee: China International Marine Containers Group Co Ltd; Nantong CIMC Special Transportation Equipment Manufacture Co Ltd
Priority date: 2007-09-17
Filing date: 2008-09-15
Publication date: 2011-07-21
Anticipated expiration: 2028-09-15
Also published as: AU2008219350A1; CN101391647B; DE102008047565B4; CN101391647A; DE102008047565A1

Abstract

The present invention relates to a combined transportation method for non-ISO-standard containers, which comprises: combining two or more non-ISO-standard 5 containers along their longitudinal direction to form a combination unit; arranging the combination unit on a transporting berth disposed at one side of a gap between two adjacent cabin top covers of a container ship; and offsetting said combination unit towards said gap in a manner that one side of the combination unit is offset inside said gap without affecting the arrangement of other container or combination unit on adjacent transporting 10 berths. According to this invention, the gap between the cabin top covers is utilized for offsetting the combination unit formed of the non-ISO-standard containers so as to raise the berth utility efficiency during sea transportations for non-ISO-standard container. Fig. 4 -11 - it It -I4 I t LA Liu 202 2m

Description

COMBINED TRANSPORTATION METHOD FOR NON-ISO-STANDARD CONTAINERS 5 FIELD OF THE INVENTION The present invention relates to a transportation method for non-ISO-standard containers, in particular to a combined transportation method for non-ISO-standard containers having wider sizes. 10 BACKGROUND OF THE INVENTION At present, sea transportation for non-ISO-standard containers (such as SWAP BODY C745, etc.) is mostly carried out by means of bulk cargo ship transportation, which leads 15 to high transportation cost on one hand and difficulties in container delivery on the other hand due to the shortage of bulk cargo ships, affecting thus a timely container body delivery. For a current container ship, spaces for container transportation generally include the 20 spaces within cabins (not shown) under the deck of the ship and the spaces upon top covers of the cabins on the deck of the ship as shown in Fig. I. The container transportation berths in the cabins are usually standard container berths, which are fixed and only for stacking standard containers. On the deck at the bow and the stem, there are several cabin top covers 2. On each cabin top cover 2, plurality of standard transportation 25 berths 3 (usually the 40' berths, or the 45' berths in some ships) are arranged along the width direction of the ship. Each berth 3 is provided with four fixed corner fittings 4 with standard distances for fixing standard container. The gap DI between two adjacent transportation berths is usually used as a safety gap for hoisting or lifting container. The gap DI is usually small and of a size of 1-2 inches (which can be various for different 30 ships or different berths). Therefore, the transportation berths 3 on the cabin top covers over the deck are also for stacking standard containers. Furthermore, during the transportation on the container ship, the container is arranged with its length in the bow-stern direction (i.e. the longitudinal direction of the ship). For further stabilizing the containers on the deck during the transportation, a colligation bridge 5 of a certain height -1 is arranged at both sides of the transportation area on the cabin top covers 2, for colligating the containers fixed in the transportation berths 3. Therefore, if the non-ISO-standard containers, especially the containers having wider size, 5 are transported by means of the container ship, much more berths will be occupied and the cost for transportation will be higher, which results in a high burden on container manufacturers. Furthermore, the production cost is increased because of the transportation. Thus the competitive ability of container manufacturers in producing such non-ISO-standard containers (such as the SWAPBODY C745) on world market is 10 lowered. The preceding discussion of the background to the invention is intended only to facilitate an understanding of the present invention. It should be appreciated that the discussion is not an acknowledgment or admission that any of the material referred to was 15 part of the common general knowledge as at the priority date of the application. SUMMARY OF THE INVENTION Throughout this specification and claims, unless the context requires otherwise, the word "comprise" or variations such as "comprises" or "comprising", will be understood to imply 20 the inclusion of a stated integer or group of integers but not the exclusion of any other integer or group of integers. The objective of the invention is to provide a combined transportation method for non-ISO-standard containers, particularly for wider containers, so as to overcome one or 25 more disadvantages mentioned above. This objective is realized by providing a combined transportation method for non-ISO-standard containers, which comprises: combining two or more non-ISO-standard containers along their longitudinal 30 direction to form a combination unit; arranging the combination unit on a transporting berth disposed at one side of a gap between two adjacent cabin top covers of a container ship; and offsetting said combination unit towards said gap in a manner that one side of the combination unit is offset inside said gap without affecting the arrangement of other 35 container or combination unit on adjacent transporting berths. -2- According to a preferred feature of the invention said combined transportation method, the gap between the cabin top covers of the container ship is utilized to offset the combination unit without affecting the arrangement of adjacent container or combination unit arranged 5 on the berth at the other side of said gap. Therefore, the berth utility efficiency during sea transportation for non-standard containers can be improved. According to a preferred feature of the invention said combined transportation method further comprises: stacking one or more ISO-standard containers on the transporting berth 10 disposed at the side of said gap before arranging the combination unit on the same transporting berth; and stacking the combination unit on the upmost ISO-standard container and offsetting it with respect to said upmost ISO-standard container. According to a preferred feature of the invention said combined transportation method 15 further comprises: arranging lifting fittings with ISO-standard center distances on the top of the combination unit, so that the combination unit can be lifted through said lifting fittings. According to a preferred feature of the invention said combined transportation method 20 further comprises: arranging a supporting frame having four bottom fittings at its bottom and four top fittings at its top; stacking the supporting frame on the upmost ISO-standard container by coupling its bottom fittings with the top fittings of the ISO-standard container; and stacking the combination unit on the supporting frame by coupling its bottom fittings with the top fittings of the supporting frame. 25 According to a preferred feature of the invention the supporting frame is configured such that the bottom and top fittings at one side of the supporting frame are arranged flush while the bottom and top fittings at the other side of the supporting frame are offset, so that, when the combination unit is stacked on the ISO-standard container, one side of the 30 combination unit is arranged flush with the ISO-standard container in the lower layer, while the other side of the combination unit is offset inside the gap. According to a preferred feature of the invention said combined transportation method further comprises: stacking another combination unit or units on the stacked combination 35 unit. -3- According to a preferred feature of the invention the top and bottom fittings of the combination unit are respectively arranged with one or more end holes for fastening said combination unit to the deck of the container ship after stacking. 5 According to a preferred feature of the invention said combined transportation method further comprises: arranging the combination units on both adjacent transporting berths disposed at both sides of said gap. 10 According to a preferred feature of the invention said non-ISO-standard container is a wider container than an ISO-standard container. According to an embodiment of the invention, non-ISO-standard containers are combined together and forming the combination unit, e.g. the combination unit of SWAPBODYS 15 C745+C745, and the gap between adjacent cabin top covers being utilized to accommodate the offset portion of said combination unit without affecting a container or other combination unit arranged on adjacent transporting berth at the other side of the same gap. Therefore, the berth utility efficiency during sea transportation for non-ISO standard containers can be improved. Furthermore, by arranging lifting fittings with 20 standardized center distance on the top of the combination unit, the on-off-ship lifting efficiency of non-ISO-standard containers will be also improved, reducing thus the transportation cost of sea transportations for the non-ISO- standard containers. This objective is further realized by providing a combined transportation method for 25 transporting non-ISO-standard containers on a container ship having at least one colligation bridge arranged on its deck, comprising: forming a combination unit by combining two or more non-ISO-standard containers along their longitudinal direction in such a manner that top and bottom corner fittings at one end of one non-ISO-standard container are connected respectively with top 30 and bottom corner fittings at a corresponding end of an adjacent non-ISO-standard container through container connectors; stacking at lease one ISO-standard container on a transporting berth disposed at one side of a gap between two adjacent cabin top covers of the container ship up to a height exceeding the height of the colligation bridge; 35 stacking the combination unit on the upmost of the stacked at lease one ISO -4standard containers and placing at least one end portion of the combination unit in the space above the colligating bridge; and offsetting said combination unit with respect to the ISO-standard container towards said gap in a manner that one side of the combination unit is offset inside said gap 5 without affecting the arrangement of other container or combination unit on adjacent transporting berths. BRIEF DESCRIPTION OF THE DRAWINGS 10 Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein: Fig. I shows the transportation berths distribution on the deck of current container ship; 15 Fig.2 shows the flowchart of the combined transportation method for non-ISO- standard containers according to an embodiment of the invention; Fig.3 shows the structure of a combination unit of two non-ISO-standard containers 20 according to the embodiment of the invention; Fig.4 is a end view showing ISO-standard containers and the combination units of the non- ISO-standard containers being stacked together by means of the supporting frame with utilizing the gap between two cabin top covers of the container ship, wherein the 25 combination unit on each transporting berth adjacent to the gap is offset towards said gap with respect to the corresponding standard container on the same berth; Fig.5 is a side view of Fig.4, showing the bottom fittings of the supporting frame for coupling with the top fittings of the ISO-standard container and the top fittings of the 30 supporting frame for coupling with the bottom fittings of the combination unit; Fig.6 is a schematic view showing the structure of the supporting frame according to the embodiment of the invention; and 35 Fig.7 is a end view of the supporting frame in Fig.6, wherein two bottom fittings at one -5 side of the supporting frame are arranged flush with the top fittings, while the other two bottom fittings at the other side of the supporting frame are offset with respect to the top fittings. 5 DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT As shown in Fig.1, since the gap D2 between adjacent cabin top covers on the deck of the container ship 1 is relatively large, this invention intend to utilize the transporting berths 3a and 3b arranged on both sides of said gap D2 for stacking the non-ISO-standard 10 containers, especially the wider containers to raise the berth utility efficiency during sea transportation for non-standard containers. As shown in Fig.2, the method for transporting non-ISO-standard containers by means of the gap between the cabin top covers according to the embodiment mainly comprises the 15 following steps: step S101, combining the non-ISO-standard containers, for example, by means of container connectors, to form a combination unit; step S102, arranging the combination unit on a transporting berth disposed at one side of the gap between two adjacent cabin top covers of the container ship; and 20 step S103, offsetting the combination unit towards the gap in such a manner that one side of the combination unit is offset inside the gap without affecting other container or combination unit arranged on the transporting berth at the other side of the gap. This combined transportation method according to the embodiment will be described in 25 detail in accompaniment of Figs.3 to 6 through an example of a combination unit formed of two non-ISO-standard containers. As shown in Fig.3, two wider containers 201 and 202 are connected together by means of container connectors 212 so as to form a combination unit 200. For example, container 30 connectors 212 can be used to connect top corner fittings 2011 and bottom corner fittings 2013 at one end of one wider container 201 with top corner fittings 2021 and bottom corner fittings 2023 at one corresponding end of the other wider container 202, respectively. These two wider containers 201 and 202 are both of the type of SWAPBODY C745, for example. 35 -6- Preferably, two top fittings 2014 are arranged at predefined positions on the top of the wider container 201 while two top fittings 2024 are arranged at predefined positions on the top of the wider container 202. These top fittings 2014 and 2024 are served as the lifting fittings of the combination unit 200, which are arranged such that the longitudinal 5 central distance Li and the transverse central distance WI between these lifting fittings are in accordance with the ISO standards when the containers 201 and 202 are combined into the combination unit 200. Thus, it is conveniently for the combination unit 200 to be lifted by a standard lifting apparatus and rapidly stacked with a supporting frame 500 (shown in Figs. 4 and 6). 10 In the embodiment shown as Fig. 3, four outermost bottom fittings of the combination unit 200 are served as its stacking fittings, wherein two of these fittings are arranged on the container 201 while the other two are arranged on the container 202. The central distance between said stacking fittings along longitudinal direction of the combination unit 200 is 15 indicated as L2, while the central distance between said stacking fittings along the transverse direction of the combination unit 200 is indicated as W2. As shown in Figs.4 and 5, one or more layers of standard containers 400 are stacked on the transporting berths 301 and 302 disposed at the sides of the gap D2 between two cabin 20 top covers of the container ship, wherein the bottom fittings 403 of the standard containers 400 are aligned with the fixed fittings 4 of the transporting berths. In some cases, the colligating bridge 5 of the common container ship (as shown in Fig. 1.) has a certain height. Therefore, only when the standard containers 400 stacked on the transporting berths 301, 302 come to a height exceeds the height of the colligating bridge 5, can the combination 25 unit 200 be placed on said stacked standard container(s) with utilizing the space over the colligating bridges 5 to accommodate the end portion(s) of the combination units 200. Then, the combination unit 200 can be arranged on the standard container 400 of the upmost layer. According to the invention, specifically, the combination unit 200 in the 30 upper layer is offset with respect to the standard container 400 in the lower layer. In particularly, one side of the combination unit 200, which is far form the gap D2, is kept flush with the standard container 400 in the lower layer; while the other side of the combination unit 200, which is close to the gap D2, is offset towards and inside the gap D2 with respect to the standard container 400 in the lower layer. When necessary, more 35 layers (e.g., 2 or 3 layers) of combination units 200 can be stacked one above another. -7- According to this invention, the gap D2 between the adjacent cabin top covers is used for accommodating a side portion of the combination unit 200 exceeding the width of standard container 400, so that the space of the container ship can be fully used when transporting non-standard containers, so as to raise the berth utility efficiency of the ship. 5 The top and bottom fittings of the combination unit 200 are respectively arranged with one or more end holes for fastening said combination unit 200 after stacking. Preferably, a supporting frame 500 can be arranged between the combination unit 200 in the upper layer and the standard container 400 in the lower layer. Referring now to Figs. 6 10 and 7, the supporting frame 500 is substantially formed of two longitudinal beams 501 and two transverse beams 502 fixed between the longitudinal beams 501. Plurality of intermediate parallel transverse beams 503 can be arranged between the longitudinal beams 501, so as to increase the strength of the whole supporting frame 500. Four bottom fittings 504 are arranged at the bottom of the supporting frame 500 for coupling with the 15 top fittings 404 of the standard container 400. Therefore, the longitudinal central distance L4 and the transverse central distance W4 of the bottom fittings 504 are arranged corresponding to the longitudinal central distance and the transverse central distance of the top fittings 404 of the ISO-standard container 400, respectively. Four top fittings 505 are arranged at the top of the supporting frame 500 for coupling with the bottom stacking 20 fittings of the combination unit 200. Therefore, the longitudinal central distance L5 and the transverse central distance W5 of the top fittings 505 are arranged corresponding to the longitudinal central distance L2 and the transverse central distance W2 of the stacking fittings of the combination unit 200, respectively, (i.e., L5=L2, W5=W2). As shown in Fig. 7, at one side (e.g., the left side) of the supporting frame 500, the bottom fittings 504 are 25 arranged flush with the top fittings 505; while at the other side (e.g., the right side) of the supporting frame 500, the bottom fittings 504 are offset by a distance P with respect to the top fittings 505. In the above-described embodiment, the combination unit 200 is formed of two 30 non-ISO-standard containers of same type. However, according to this invention, more non-ISO-standard containers can be combined together along their longitudinal directions to form one combination unit. Containers of different types, even a non-standard container with a standard one, can be also combined together. For example, the above-mentioned combined transportation method for non-ISO-standard containers can be also applicable to 35 the combination unit composed of two containers, such as SWAPBODYS C782+C782, -8- SWAPBODYS C782+C745, SWAPBODYS C782+C715, SWAPBODYS C745+C715, SWAPBODYS C715+C715, SWAPBODY C782 + container 20', SWAPBODY C745 + container 20', SWAPBODY C715 + container 20', containers 24'+24', containers 24'+20', containers 20'+15', or containers 15'+15', etc., or the combination unit composed of three 5 containers, such as containers 15'+15'+15', etc.. Although several preferred embodiments of the present invention have been described, the present invention may be used with other configurations. It will be appreciated by those skilled in the art that, the present invention could have many other embodiments, and 10 changes and modifications may be made thereto without departing from the invention in its broader aspects and as set forth in the following claims and equivalents thereof. -9-

Claims

1. A combined transportation method for transporting non-ISO-standard containers on a container ship having at least one colligation bridge arranged on its deck, comprising: 5 forming a combination unit by combining two or more non-ISO-standard containers along their longitudinal direction in such a manner that top and bottom corner fittings at one end of one non-ISO-standard container are connected respectively with top and bottom corner fittings at a corresponding end of an adjacent non-ISO-standard container through container connectors; 10 stacking at lease one ISO-standard container on a transporting berth disposed at one side of a gap between two adjacent cabin top covers of the container ship up to a height exceeding the height of the colligation bridge; stacking the combination unit on the upmost of the stacked at lease one ISO standard containers and placing at least one end portion of the combination unit in the 15 space above the colligating bridge; and offsetting said combination unit with respect to the ISO-standard container towards said gap in a manner that one side of the combination unit is offset inside said gap without affecting the arrangement of other container or combination unit on adjacent transporting berths. 20

2. The combined transportation method according to Claim 1, further comprising: arranging lifting fittings with ISO-standard center distances on the top of the combination unit, so that the combination unit can be lifted through said lifting fittings. 25

3. The combined transportation method according to Claim 1 or 2, further comprising: arranging a supporting frame having four bottom fittings at its bottom and four top fittings at its top; stacking the supporting frame on the upmost ISO-standard container by coupling 30 its bottom fittings with the top fittings of the ISO-standard container; and stacking the combination unit on the supporting frame by coupling its bottom fittings with the top fittings of the supporting frame.

4. The combined transportation method according to Claim 3, wherein the 35 supporting frame is configured such that the bottom and top fittings at one side of the - 10 - supporting frame are arranged flush while the bottom and top fittings at the other side of the supporting frame are offset, so that, when the combination unit is stacked on the ISO-standard container, one side of the combination unit is arranged flush with the ISO-standard container in the lower layer, while the other side of the combination unit is 5 offset inside the gap.

5. The combined transportation method according to Claim 3 or 4, further comprising further stacking another combination unit or units on the stacked combination unit. 10

6. The combined transportation method according to Claim 5, wherein the top and bottom fittings of the combination unit are respectively arranged with one or more end holes for fastening said combination unit to the deck of the container ship after stacking. 15

7. The combined transportation method according to any one of the preceding claims, further comprising arranging the combination units on both adjacent transporting berths disposed at both sides of said gap.

8. The combined transportation method according to any one of the preceding 20 claims, wherein said non-ISO-standard container is a wider container than an ISO-standard container.

9. A combined transportation method for non-ISO-standard container substantially as herein described with reference to drawings 2 to 7. 25 - 11 -