AU2009332806A1

AU2009332806A1 - Docking bridge for the loading and unloading a roll-on/roll-off ship

Info

Publication number: AU2009332806A1
Application number: AU2009332806A
Authority: AU
Inventors: Marc Buonomo; Philippe Matiere
Original assignee: Matiere SAS
Current assignee: Matiere SAS
Priority date: 2008-12-23
Filing date: 2009-09-08
Publication date: 2011-07-14
Anticipated expiration: 2029-09-08
Also published as: BRPI0923699A2; FR2940244A1; MX2011006864A; AR075112A1; AU2009332806B2; JP2012513337A; FR2940244B1; WO2010072904A1; JP5666469B2

Abstract

The invention relates to a passageway (1) for loading and unloading a roll-on/roll-off ship (2), including four modules (4, 12, 13, 16) placed end-to-end at at least one of the ends thereof and bearing on pillars (10, 10', 17). Said modules include: a first module (4) made of at least one metal element (E1 to E3) and connected to the shore; a second module (12) including at least two juxtaposed metal elements (E2), having a width larger than that of the first module (4); a third module (13) including at least two juxtaposed metal elements, having a width at least equal to that of the second module (12) and connected to the latter by a pivot link enabling a top-to-bottom movement of a free end (130) of the third module (13) relative to the second module (12); and a fourth module (16) made of metal elements (7''), connected to the third module (13) and adapted for mooring a roll-on/roll-off ship.

Description

1 W02010/072904 PCT/FR2009/001071 DOCKING BRIDGE FOR THE LOADING AND UNLOADING A ROLL ON/ROLL-OFF SHIP The invention relates to a docking bridge for the loading and unloading of 5 a roll-on/roll-off ship. Certain ships, called roll-on/roll-off or RO-RO ships, are constructed for transporting, amongst other things, vehicles which are loaded and unloaded from the bow or the stern of the ship. These vehicles therefore travel, by their own means, from the shore to the inside of the ships and vice versa. These 10 vehicles may be passenger or goods vehicles. The RO-RO ships are, for example, ferries suitable for the transport of vehicles or certain military ships transporting vehicles. Such ships require a particular means of access, the dock having to be adapted to ensure continuity between a land thoroughfare and the inside of the 15 ship. In particular, the height of the dock must be adapted to the height of access to the hold of the ship, depending on the tides. For this, document US-A-4 441 449 informs of an access ramp provided with one end attached to the dock and mounted so as to pivot. The free end of this ramp, intended to be facing the door of a ship, is mounted on floats in order 20 to adapt to the height of the tides. The floats are connected to a submerged mooring in order to prevent the access ramp from moving sideways. Also EP-A 0097088 informs of a floating pontoon allowing the loading and unloading of an RO-RO ship. Such a pontoon may be connected removably to the dock, for example by a telescopic ramp for loading and unloading a roll-on/roll-off ship, 25 irrespective of the tide. These devices are suitable for ports called deep-water ports, that is to say ports in which ships may dock irrespective of the tide, high or low, the depth of water in the port remaining sufficient for the ships to be always afloat alongside the dock. 30 Also known are docking bridges, made of masonry, of which a terminal portion is mobile in order to adapt to the tide. Because of their weight, these docking bridges need to rest on many masonry pillars. Such docking bridges 2 W02010/072904 PCT/FR2009/001071 are complex, lengthy and costly to construct. When the port infrastructures do not exist or are unsuitable, in particular when there is not the option of having a deep-water port or else when the structure for accommodating a ship must be provided temporarily, for example 5 for certain ships for military or humanitarian use, for a given period, these docking bridges are not suitable. In addition, when the roll-on/roll-off ships, particularly of the ferry type, are used to provide maritime links between islands and/or islands and the continent, the number of port calls requires a large number of infrastructures. 10 It is these disadvantages that the invention intends more particularly to remedy by proposing a docking bridge for the loading and unloading of a roll on/roll-off ship that is easy to put in place, not costly and can be adapted to all the topographies whether or not there is a deep-water port. Accordingly, the subject of the invention is a docking bridge for loading 15 and unloading of a roll-on/roll-off ship, characterized in that it includes four modules, joined end-to-end by at least one of their ends and resting on pillars, said modules include: - a first module, formed of at least one metal element and connected to the shore, 20 - a second module, formed of at least two juxtaposed metal elements, having a width larger than that of the first module, - a third module, formed of at least two juxtaposed metal elements, having a width at least equal to that of the second module and connected to the latter by a pivot link allowing a top-to-bottom movement of a free end of the third 25 module relative to the second module and - a fourth module formed of metal elements connected to the third module and adapted for docking a roll-on/roll-off ship. Such a docking bridge, produced from metal elements, is easy to put in place and to transport, irrespective of the topography of the locations since the 30 length of the modules can be modified by adding or removing elements. According to advantageous but not obligatory aspects of the invention, such a docking bridge may incorporate one or more of the following features: 3 W02010/072904 PCT/FR2009/001071 - Each element of the first three modules comprises at least two beams held parallel by braces. - The elements of the first three modules support, on their top outer faces, plates defining a roadway. 5 - The connections between the elements of the first three modules are made by gusset pieces, situated at the ends of the beams, into which hinge pins are inserted. - The connection between the elements of the second module and third module is suitable for allowing a free end of the third module to pivot relative to 10 the second module. - The maximum amplitude of pivoting of the free end of the third module is approximately 15% relative to an inclined mid-plane, defined according to a tide of average amplitude. - The travel of the third module is limited by a portion of the third module 15 butting against a girder held by pillars. - The third module is manoeuvred by a device comprising cylinders and articulated bars. - The third module is manoeuvred by a device comprising counterweights of the drawbridge type. 20 - The third module is configured as a trapezium. - The fourth module is made from beams placed end-to-end. - The top portion of the fourth module is fitted with a working zone. - The length of an element or of a beam constituting an element is such that the element or the beam can be transported in a maritime container of a 25 standard size. The invention will be better understood and other advantages of the latter will appear more clearly on reading the following description of a docking bridge according to the invention, given only as an example and made with reference to the appended drawings in which: 30 - Figure 1 is a general view in perspective of a docking bridge according to the invention, - Figure 2 is a top view, on a smaller scale, of the docking bridge of 4 W02010/072904 PCT/FR2009/001071 Figure 1, in the configuration of use, a ship, shown in dot-and-dash lines, being moored to the docking bridge, - Figures 3 and 4 are side views, on another scale, of the docking bridge of Figure 2 in different positions, depending on the tide, a ship being 5 represented in dot-and-dash lines, the sea bed and the water line being schematized and - Figures 5 and 6 are enlarged views of the details V and VI of Figure 1. Figure 1 represents a docking bridge 1, according to the invention, in the configuration of use, ready to receive a ship 2 of the roll-on/roll-off type. The 10 roll-on/roll-off ships are configured so that the loading and unloading of the vehicles that they transport is carried out in an autonomous manner. In other words, the vehicles enter and leave the ship by their own means. Such ships 2 are usually ferries or military ships. The topography of a sea bed F with level differences is schematized in 15 Figures 3 and 4, so as to illustrate the use of such a docking bridge 1 when a deep-water port cannot be produced. Such a docking bridge 1 may also be installed in a deep-water port, for example to increase the number of ships docked simultaneously. A vehicle 3 is shown disembarking in Figure 1. 20 A waiting zone, for example a parking area, may be provided on shore at the end of the docking bridge 1 to accommodate vehicles awaiting embarkation or having already disembarked. The docking bridge 1 comprises a first module 4 the width of which is adapted to the movement of the vehicles 3. This first module 4 is connected via 25 one end 5 to a structure situated on shore, in this instance a masonry structure 6, that can be seen in Figure 2. The length of this first module can vary. It is adapted to the topography of the sea bed F, to the amplitude of the tides and/or to the draft of the ships using this docking bridge 1. For this, the number of pillars on which the module 4 rests is adapted. 30 In this instance, this first module 4 is formed based on metal elements E 1 to E 3, prefabricated and joined end-to-end. The elements E 1 to E 3, in the example, are not all identical. In another embodiment not illustrated, they are all 5 W02010/072904 PCT/FR2009/001071 identical. Each element E 1 to E 3 comprises two beams 7. These beams 7 are metal and have a polygonal cross section, preferably rectangular. The element E 2 comprises two beams 7 the lengths of which are different from those of the beams 7 of the elements E 1 and E 3 . The length L 7 of 5 each beam 7 is approximately 11.4 m for those used for the elements E 1 and E 3 and approximately 6 m for those used for the element E 2 . The two beams 7 are kept parallel by metal braces, not illustrated, bolted to the faces facing the beams 7. Such elements E1 to E 3 are, for example, of the type known from FR B-2 801 328. 10 14 denotes the width of the module 4, that is to say a horizontal dimension perpendicular to a longitudinal axis A-A' of the docking bridge and corresponding to the width of a roadway R for the vehicles 3. This width 14 is, in practice, of the order of 3.5 m and it may be adapted if necessary. In Figures 1 and 2, the first module 4 is represented with three elements 15 E1 to E 3 placed end-to-end. In embodiments not illustrated, the number of elements used is less than 3. As a variant, it may be greater than 3, providing that intermediate pillars are installed. The connection between the ends of the beams 7 of the three elements E 1 to E 3 is made by the insertion of a hinge pin into gusset pieces G, visible in 20 Figure 5. Therefore, the length L 4 of the first module 4 is equal to approximately 2.5 times the length L 7 of a beam 7 of 11.4 m. At the connection of the end 5 of the first module 4 with the structure 6, it is possible to provide gusset pieces fixed into the structure 6 and interacting with the gusset pieces G of the beams 7 of the terminal element E 1 of the 25 module 4. A length L 7 of the beams 7 of approximately 11.4 m or 6 m allows easy manipulation and transport, particularly in sea or land containers of a standard size, namely containers 40 feet long and 8 feet wide. Each element E 1 to E 3 of the module 4 is assembled in situ, directly on 30 site, based on parts delivered separately. The free end 8 of the module 4, that is to say its end away from the structure 6, rests on a girder 9 placed transversely relative to the longitudinal 6 W02010/072904 PCT/FR2009/001071 axis A-A' of the docking bridge 1. This girder 9 is fixed to the top end of pillars 10 sunk into the sea bed F. The pillars 10 are represented in tubular form with circular cross section. As a variant, they may have a different cross section. They are made of metal or masonry. 5 The top outer face of each element E 1 to E 3 supports surface plates 11 making it possible to define the roadway R of the vehicles. Either these plates 11 are used as is and, in this case, they may be solid, as shown, or be perforated, or they form the foundation of a fitted surface, for example a resin based surface laden with aggregate. 10 The connection between the gusset pieces G of the beams 7 of the elements E 1 to E 3 placed end-to-end is made so that the roadway R defined by the module 4 is substantially flat. For this, an immobilizing member, not shown, for example a wedge, may be inserted at the assembly joints, in the upper portion, of the beams 7, in order to prevent any downward flexing of the 15 elements E 1 to E 3 connected together in this way. In an embodiment not shown, no immobilizing member is used in order to retain a certain flexibility of the connection between the elements E 1 to E 3. It should be noted that the maximum number of beams 7 that may be connected via their ends, that is to say the number of elements E 1 and E 3 that 20 can be joined end-to-end, before being rested on pillars 10, is three. In other words, the maximum span between two pillars 10 at a distance from one another is approximately 34 m, since each beam 7 has a maximum length L 7 of 11.4 m. Such a span is relatively large and makes it possible to substantially reduce the number of pillars 10 necessary to produce a docking bridge 1. 25 If a roadway R longer than 34 m must be produced, it is advantageous to use at least one intermediate element E 1 to E 3 supported by pillars 10. It is, however, possible to have a maximum span between two pillars 10 of approximately 45 m, that is four elements E 1 and E 3 joined end-to-end, if the mechanical strength of the beams 7 is increased. 30 The second module 12 of the docking bridge 1 is made in the same manner as the first module 4, based on elements E 1 to E 3 formed of beams 7 and of the same type as those used for the assembly of the first module 4. The 7 W02010/072904 PCT/FR2009/001071 module 12 shown has a length L 12 corresponding to that of an element E 2 , namely approximately 6 m, it being understood that, as a variant, the module 12 may be made with an element E 1 or E 3, with a length of 11.4 m. As a variant, the beams of the modules 4 and 12 may have different lengths. 5 On the other hand, the width 112 of the second module 12 is greater than the width 14 of the first module 4. In this instance, it is approximately 8.5 m. For this, the width 112 of the module 12 is obtained not by using a single element but by juxtaposing two elements E 2 kept parallel by braces. In other embodiments not shown, the ratio of the widths 112.14 between the 10 second module 12 and the first module 4 is different. The first module 4 and second module 12 are connected by joining end to-end the beams 7 situated facing them at the ends of the elements E 3 and E 2 of the modules 4 and 12, by means of hinge pins inserted into the gusset pieces G of the beams 7. In other words, the connection between the modules 4 and 15 12 is identical to the connection between the elements E 1 to E 3 forming the module 4. The beams 7 situated on the edges of the module 12, that is to say the side beams 7, are not facing the beams 7 of the module 4. They are therefore not joined end-to-end with the beams 7 of the element E 3 of the module 4, but placed on girders 9. 20 In the example, the roadway R' of the second module 12, which is also formed of plates 11 placed on the braces of the elements E 2 , is placed at an angle relative to the roadway R of the first module 4, when the modules 4, 12 are connected. Here, the roadway R' of the second module 12 is inclined in the direction of the sea, this being so in order to adapt to the height of the tides 25 and/or to the topography of the sea bed F. In an embodiment not shown, the two roadways R and R' are coplanar. The length L 12 of this second module 12 is also adjustable, by the addition of one or more elements E 1 to E 3 . In general, a module 12 of greater length is not justified, on the one hand because that involves the use of more elements, 30 therefore a greater cost and assembly time, and, on the other hand, because the second module 12 must simply make it possible, if necessary, for a vehicle to make an about turn or for two vehicles to pass.

8 W02010/072904 PCT/FR2009/001071 The second module 12 rests, at its connection zone 120 with the first module 4, on a girder 9 itself resting on the pillars 10 and on which the first module 4 already rests. The other end 121 of the second module 12 rests on another, similar girder 9 supported by pillars 10. 5 In the case of a longer second module 12, namely a length L 12 greater than 34 m, an intermediate girder may be provided. The end 121 of the second module 12 is connected to a third module 13 the width of which is, in the example, different from that 112 of the second module 12. In an embodiment not shown, the modules 12 and 13 have the 10 same width and are rectangular and/or square in shape. Here, the module 13 has a generally trapezoidal shape. The small base b 13 has a length that is identical to the width 112 of the second module 12. The length of the base b 13 is therefore approximately 8.5 m. The large base B 13 of the module 13 has a length of approximately 11.4 m, which corresponds to a 15 beam 7 of great length. Such a configuration of the module 13 makes it possible to adapt to the different widths of ship. In this manner, even if the ship is not perfectly aligned relative to the docking bridge, the length of the base B13 of the third module 13 is sufficient to ensure access to the inside of the ship in total safety. In other 20 words, once the doors of the ship are open, the length of the base B13 is sufficient to overlap on each side of the doors and thereby prevent any accident. In the example, the length L 13 of the module 13 is greater than that L 12 of the second module 12. The central element E 1 or E 3 used to produce the 25 module 13 comprises beams 7 of the same type as those used for the module 12. Only the lateral beams 7' of the module 13 are adapted to connect the bases b 13 and B13 of the trapezium. As a variant, the length of the third module 13 is less than or equal to that of the second module 12 when the latter comprises several elements E 1 to E 3 30 joined end-to-end in the lengthwise direction. A roadway R" is also formed by plates, like the plates 11 used for the modules 4 and 12, placed on braces connecting the beams 7, 7' of the third module 13. These plates support a 9 W02010/072904 PCT/FR2009/001071 surface or form a grating. The connection between the second and third modules 12, 13 is also made by gusset pieces G fixed to the ends of the beams 7 of the various elements E 2 and E 1 or E 3 belonging respectively to the modules 12 and 13, as 5 illustrated in Figure 5. This connection is made so as to allow a pivoting action, in the direction of the double arrow P, that is limited and predefined, in the vertical plane of a free end 130 of the third module 13. The maximum amplitude of this pivoting action is adapted to the tidal range, that is to say to the difference in the height of water between high and low tides, and to the length of 10 the module 13. In the example, for a tidal range of approximately 1.8 m and a length L 13 of the module 13 of approximately 11.4 m, the maximum amplitude of pivoting P is approximately 15%, that is a variation of more or less 7.5% relative to an inclined mid-plane M defined according to a tide of average amplitude. When the tidal range is different, the length L 13 of the module 13 is 15 adapted to maintain a maximum slope of approximately 7.5%. Such a slope allows vehicles to pass without the change in slope between the ship and the module 13 or between the modules 12 and 13 hampering the passage of the vehicles. The movement of the third module 13 is obtained by the absence of 20 immobilizing member making it possible to keep the two roadways R' and R" of the second and third modules 12, 13 coplanar. The resting, in the low position, of the end 133 of the third module 13 on the girder 9 also receiving the end 121 of the second module 12 makes it possible to prevent a greater downward pivoting movement of the third module 13. 25 Therefore, the third module 13 can be inclined relative to an inclined mid plane M in order to be easily adapted to a ship door 2, irrespective of the height of water. This door then rests on the module 13 with an acceptable slope so that a vehicle travels up or down easily. This third module ~13 is held in position and manoeuvred by a device 30 comprising cylinders V, for example hydraulic cylinders, actuating articulated bars C, shown in Figure 6. The cylinders V are fixed to vertical masts 14, the articulated bars C being connected to the end 130 of the module 13. The masts 10 W02010/072904 PCT/FR2009/001071 14 are fixed to the ends of pillars 10' placed in tripod fashion and designed to support the large base B1 3 of the third module. The cylinders V are therefore connected to the ends of the base B1 3 . This base B1 3 is formed by a beam 15, advantageously of the same type as the beams 7. The length is adapted so that 5 its ends 150, 151 rest against the tops 110 of the pillars 10' when the module 13 is in the low position. The movement of the module 13 is therefore guided, at the masts 14, its free end 130 not being fixed. As a variant, the device comprises counterweights connected to cables. These counterweights are moved either with the aid of a heat engine or electric 10 motor, or manually by a set of cables and pulleys. This manoeuvring of the third module 13 may be carried out easily by a single man. In other words, the third module 13 forms a drawbridge relative to the second module 12. A fourth module 16 is formed by beams 7" joined end-to-end and fixed to 15 pillars 17, placed in a triangle. The pillars 7" are of a single length of approximately 11.4 m. Advantageously they are of a type different from the beams 7, 7' since they do not have to support the passage of vehicles. As a variant, the beams 7" are of the same type as the beams 7, 7'. As a variant, the lengths of the beams 7" are different. 20 One end 160 of the fourth module 16 is adjacent to one end 151 of the large base B1 3 . In this instance, it is secured to a mast 14. As a variant, it may be fixed to a pillar 10' situated close to the mast. The other end 161 of the fourth module 16 is situated towards the open sea, in a direction parallel to the longitudinal axis A-A' of the docking bridge 1. 25 This fourth module 16 allows a ship 2 to tie up during the loading and unloading operations. For this, the module 16 is provided, on the top portion, with a working zone 18, for foot traffic, which is accessed via a ladder 19, from the large base B 13 . This zone 18 is fitted with means, not shown, for tying up ships. When a ship 2 is tied up at low tide, as illustrated in Figure 3, the module 30 13 is inclined in the direction of the water line 20. In other words, the base B1 3 of the module is in the low position, resting on the top 110 of the pillars 10'. When docking takes place at high tide, as illustrated in Figure 4, the base 11 W02010/072904 PCT/FR2009/001071 B13 is raised. It no longer rests on the top 110 of the pillars 10'. The module 13 is held in this position by the cylinders V. The roadway R" of the module 13 is, in both configurations, not very inclined relative to the roadway R' of the module 12, so the loading and 5 unloading of the vehicles is made easier. Between these two configurations, all the positions can be achieved in order to adapt the inclination of the module 13 to the water line 20, that is to say to the position of the ship. For this, if necessary, the maximum amplitude of pivoting P of the module 13 is adapted. 10 It is possible, as in the embodiment illustrated in the various figures, to provide on the first module 4 two lateral zones 21 for foot traffic, delimited by barriers 210. These zones 21 allow the passengers on foot to gain secure access to the ship. They are fitted to the side beams of the module 4. Such a docking bridge 1 is therefore easy to produce and its dimensions 15 may be adapted, both in length and in width, according to the requirements, so long as the pillars 10, 10', 17 are in place on the sea bed F. As a variant, it is possible to replace the pillars 10, 10', 17, particularly in the case of a docking bridge 1 for temporary use, with floating caissons. A docking bridge 1 is therefore easy to transport in separate parts and 20 requires few different elements. Specifically, only the beams, the braces, the fasteners, the masts, the surface plates and accessories such as barriers, all made of metal and prefabricated, are necessary to assemble a docking bridge 1. This is how to produce, at least cost, docking bridges 1 that are fully 25 modular and adapted to the sea bed relief. In another embodiment not shown, the first module 4 is placed on shore, only the second, third and fourth modules are situated over the water.

Claims

1. Docking bridge (1) for loading and unloading of a roll-on/roll-off ship (2), characterized in that it includes four modules (4, 12, 13, 16), joined end-to-end 5 by at least one of their ends and resting on pillars (10, 11, 17), said modules (4, 12, 13, 16) include: - a first module (4), formed of at least one metal element (E 1 to E 3 ) and connected (6) to the shore, - a second module (12), formed of at least two juxtaposed metal elements 10 (E 2 ), having a width (112) larger than that (14) of the first module (4), - a third module (13), formed of at least two juxtaposed metal elements, having a width at least equal to that (112) of the second module (12) and connected to the latter by a pivot link allowing a top-to-bottom movement (P) of a free end (130) of the third module (13) relative to the second module (12) and 15 - a fourth module (16) formed of metal elements (7") connected to the third module (13) and adapted for docking a roll-on/roll-off ship (2).

2. Docking bridge according to Claim 1, characterized in that each element (E 1 to E 3 ) of the first three modules (4, 12, 13) comprises at least two beams (7) held parallel by braces. 20

3. Docking bridge according to Claim 1, characterized in that the elements (E 1 to E 3 ) of the first three modules (4, 12, 13) support, on their top outer faces, plates (11) defining a roadway (R, R', R").

4. Docking bridge according to one of the preceding claims, characterized in that the connections between the elements (E 1 to E 3 ) of the first three 25 modules (4, 12, 13) are made by gusset pieces (G), situated at the ends of the beams (7, 7'), into which hinge pins are inserted.

5. Docking bridge according to Claim 1, characterized in that the connection between the elements of the second module (12) and third module (13) is suitable for allowing a free end (130) of the third module (13) to pivot (P) 30 relative to the second module (12).

6. Docking bridge according to Claim 5, characterized in that the maximum amplitude of pivoting (P) of the free end (130) of the third module (13) 13 W02010/072904 PCT/FR2009/001071 is approximately 15% relative to an inclined mid-plane (M), defined according to a tide of average amplitude.

7. Docking bridge according to one of the preceding claims, characterized in that the travel of the third module (13) is limited by a portion (133) of the third 5 module (13) butting against a girder (9) held by pillars (10).

8. Docking bridge according to Claim 5, characterized in that the third module (13) is manoeuvred by a device comprising cylinders (V) and articulated bars (C).

9. Docking bridge according to Claim 5, characterized in that the third 10 module (13) is manoeuvred by a counterweight device of the drawbridge type.

10. Docking bridge according to one of the preceding claims, characterized in that the third module (13) is configured as a trapezium.

11. Docking bridge according to Claim 1, characterized in that the fourth module (16) is made from beams (7") placed end-to-end. 15

12. Docking bridge according to Claim 11, characterized in that the top portion of the fourth module (16) is fitted with a working zone (18).

13. Docking bridge according to one of the preceding claims, characterized in that the length of an element (E1 to E 3 ) or of a beam (7, 7', 7") constituting an element (E1 to E 3 ) is such that the element (E 1 to E 3 ) or the 20 beam (7, 7', 7") can be transported in a maritime container of a standard size.