GB1580757A - Method of and means for moving cargo on to or off a vessel - Google Patents

Description

(54) A METHOD OF AND MEANS FOR MOVING CARGO ON TO OR OFF A VESSEL (71) We, VALMET OY of Punanotkonkatu 2, 00130 Helsinki 13, Finland, a Finnish body corporate, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to a method of and means for moving cargo on to and off a vessel, for example in loading and/or unloading a barge or a dry-goods-carrying vessel.

Previously generally employed methods for handling the cargo of vessels include the Lo-Lo system (lift-on lift-off) and the Ro-Ro system (Roll-on Roll-off), the names of which suffice to describe the methods by which the cargo is handled. Numerous disadvatages have transpired, however, in these known methods.

The important disadvantages in the known systems of cargo handling include, first, the need for large investments to construct quays and quayside equipment. Further, the frequently very great variations in water level in harbours and consequent changes in the positions of vessels impede the loading and unloading, to the extent that the Ro-Ro system, for instance becomes unsuitable if the ramps between the vessels and the quayside become too steep. It is also a disadvantage that, for example, when use is made of conventional luffing jib harbour cranes moving on tracks the reach of the cranes imposes a limit on the horizontal movement of cargo, and the crane operator is not always able to follow closely the position of the load, which might swing; from all of which there ensues a substantial risk of injury and of damage to cargo or equipment.In addition, the familiar Ro-Ro system has the disadvantage of requiring the vessels to be specially constructed for the purpose.

The present invention is therefore intended to avoid or mitigate the disadvantages mentioned above, and to provide a method of and means for cargo handling to enjoy the advantages of both the Lo-Lo and Ro-Ro cargo handling systems. Economy in operating costs and suitability for the loading and unloading of open barges, especially in inland waters, are further considerations.

According to the invention there is employed a method of moving cargo on to or off a vessel or vessels, comprising the steps of: i) placing two elongated floating pon toons to extend substantially parallel to and spaced apart from each other and from a quay-side or other shore site, ii) placing the vessel or vessels in the space between the pontoons, iii) employing a mobile gantry crane to travel on wheels running on longitud inal tracks on the pontoons, and iv) employing a hoisting trolley running on horizontal beams of the crane to hoist or lower items of cargo from or on to the vessel or vessels at the stowage places of the said items on or in the vessel or vessels.

The invention also includes means for effecting the method, the means comprising in combination two substantially parallel elongated floating pontoons extending from a quayside or other shore site and spaced apart so that between them there is a space to accommodate the vessel or vessels, tracks on the pontoons, and a mobile gantry crane having wheels running on the tracks and able to hoist or lower items of cargo from or on to the vessel or vessels at the stowage places of the said items on or in the vessel or vessels.

How the invention may be put into practice is described in more detail below with reference by way of example to the accompanying schematic drawings, in which: Figure 1 shows pontoons for use in the method of the invention, tied to a quayside, Figure 2 shows a mobile gantry crane on the pontoons and extending over a vessel, Figure 3 shows the crane of Figure 2, as viewed from the side, and Figure 4 shows pontoons and a crane and two barges in another application of the invention.

Figures 1 and 2 show two pontoons 30, which are basically rectangular in crosssection and are fixed by cables 34 to a quayside 33 having an area B for cargo and for the movement of a mobile gantry crane 20. The pontoons 30 extend basically at right-angles from the quayside 33, and the distance between them is such as to accommodate the vessel 10 (Figure 2) that is to be loaded and/or unloaded in the space A between them. The shore ends of the pontoons 30 are connected by ramps 38 to the quayside 33, and on the pontoons 30 are tracks 37 for the mobile crane 20 shown in Figures 2 and 3.

The mobile gantry crane 20 shown in Figures 2 and 3 is conventional and has pairs of wheels 23 (e.g. rubber-tyred wheels) on either side, above which are the lower frames 22 in or which the engine and other equipment of the mobile crane are accommodated.

From each of the lower frames 22 rise two vertical beams 21, both being connected to the respective vertical beams on the other side of the frame by means of the horizontal beams 27. At least one hoisting trolley 28 moves along the horizontal beams 27, and has hoisting cables 29 with devices 25 for grasping the cargo. The devices 25 may be constructed, for instance, for use with lifting frame containers. By means of the trolley 28 the necessary transversal transfer of the cargo can be accomplished in the direction of the beams 27, and the lifting and lowering of the cargo is effected by means of the hoisting cables 29. In the middle of one lower frame 22 is located the cabin which is relatively high so as to provide good visibility when the crane 20 is being moved and when the cargo is being handled.Although the mobile crane 20 is of a known construction it is preferably equipped with hydraulic controls so that all its wheels 23 can be independently turned and are equipped with hydraulic hub motors which can run independently of one another.

By means of the method of the invention the loading and/or unloading of the vessel 10 in the space A between the pontoons 30 can be effected as follows: A vessel 10 is placed between the pontoons 30 and then the pontoons are interconnected at their outer ends by an outer end unit 31 and locking devices 36 so as to enclose the vessel 10 in the space A, without having specifically to moor it. By means of the mobile crane 20 the cargo, e.g. a container 11 on the quayside area B, is grasped and the crane 20 runs over the ramps 38 along the tracks 37 to a position across and above the vessel 10, and by means of the transversal motion of the trolley 28 of the crane 20 the cargo 11 is brought into a suitable place relative to the vessel, after which the cargo 11 is lowered into the vessel 10.

Figure 2 shows the cargo 11 in the vessel 10.

The vessel 10 as at full draught is indicated by means of dash lines. The unloading of the cargo takes place in the reverse order, generally in the same manner as the loading. For the transport of the cargo 11, the cargo and/or the devices 25 are raised to the top beams 27 so as to prevent the swinging of the cargo.

The tracks 37 may be equipped, for instance, with suitable surfacing for friction and may have raised sections (Figure 2) on both sides to ensure that the crane 20 will remain on the tracks. The outer ends of the pontoons 30 are connected with the outer end unit 31, which can be opened to guide the vessel 10 into the space A and can afterwards be locked by the devices 36 in place so that the vessel will stay in space A without any separate mooring, and then be opened by releasing the device 36 and be moved to allow the vessel to leave the space A. The inner end unit 32 of the pontoons 30 has projections which are secured to the quayside 33 by cables 35.

Figure 4 shows another application of the invention. The mobile crane 20 is like the one described above but needs to move only on the pontoons 30 and on the inner end unit, without running at all on the shore or quay areas B. At the shore end of the pontoons 30 there is an area 41 on the inner end unit which connects the pontoons 30. The mobile crane 20 can run on the area 41. A ramp 38 extends from the area 41 to allow a straddle carrier 42 or other cargo-handling equipment such as lorries or lift trucks to move to and from the quay area B and the area 41 to fetch or bring cargo.

The means shown in Figure 4 can be equipped with a long ramp 38 when the pontoon combination cannot be taken close to the shore on account of shallow water.

In accordance with Figure 4 the pontoons 30 are of such a length that there is room between them for two vessels end to end.

Figure 4 shows two open barges 10, one of which 10 has containers 11 on its top deck. A container 11 is being loaded into the hold of the other barge 10. A straddle carrier 42 is bringing cargo 11 to be left in the area 41, from where the mobile crane 20 carries it on to a vessel 10 between the pontoons 30. With the application of the invention illustrated in Figure 4, several straddle carriers 42 can be used, or other such equipment, especially when long distances of cargo transfer are required in the quayside area B. The moving of the cargo into or off a vessel between the pontoons 30 can be effected either with the mobile crane 20 taking or leaving the cargo 11 directly to the carrier 42, or by first put ting the cargo down in the area 41 which, if necessary, can be made far longer than indicated in Figure 4, in order to provide adequate space for cargo handling.Figure 4 shows the width of area 41 to be the same as the distance between the outer edges of the pontoons 30, but when necessary the area 41 can be made broader to meet the requirements of cargo handling and type of cargo. Figure 4 shows the pontoons 30 with railings 43, which ensure that the mobile crane 20 remains on the pontoons.

The pontoons 30 can be equipped with mechanisms for the adjustment of the elevation of the tracks 37 (mechanism shown), or can take on or discharge ballast so that the tracks 37 can be basically adjusted to the elevation of the top of the quayside 33 irrespective of the variations in the water level W.

Several different kinds of such adjusting mechanisms functioning, for example, on hydraulic cylinders, are available and their details need not be dealt with in this context.

The method of the invention is particularly well suited for the loading and unloading of open barges. As examples of such barges there may be,mentioned the standard barges, the measurements of which are approximately 11.5 metres by 76.5 metres.

Quite large loads can be moved as the capacities of the mobile cranes are roughly 20 to 40 tons.

The mobile crane 20 is described above as moving on rubber-tyred wheels 23, but in large ports, especially, the mobile crane can be fitted so as to move on rails, and the rails can be extended on to the pontoons 30.

The method of the invention can exploit the advantages of conventional mobile gantry cranes, which advantages include the saving of cargo space on the quayside, because the mobile crane is able to move in very narrow gaps between cargoes and to stack several loads such as containers on top of one another. Another advantage is that the vessel's space for cargo can be effectively utilised as there is no need to leave room for the cargo handling vehicles, as is the case in Ro-Ro methods.

From the above description it may be appreciated that the method and means of the invention, with proper construction and arrangement at a suitable site, may be so employed that The crane can do the lifting or lowering at the right point and properly, as the crane operator can watch closely the position of the load.For the horizontal transporting of the load, the load can be prevented from swinging - usually by hoisting it up until it is fast with the upper beam - and thus swinging of the load will conse quently not hamper the operations of the crane during a run between the vessel and the loading/unloading point on shore; -The advantages of the familiar Lo-Lo (Lift-on Lift-off) and Ro-Ro (Roll-on Roll-off) cargo handling systems can be combined: the vertical raising/lowering of the load, and transfer in the quay area, can be effected with the crane, without inter mediate handling; -No special structures are needed in the vessels, and the cargo of existing conven tional vessels can be loaded or unloaded; From the above description it may be appreciated that the method and means of the invention may be employed so that:: -A single crane (and one man) can do the lifting, transfer and placing of the cargo of a vessel, as well as the attaching and detaching of the crane to and from the load; -It is possible to handle various kinds of dry cargo and also heavy and/or bulky pack ages; -Conventional quaysides and much quay space are not required; -The tracks on the decks of the pontoons can be kept substantially level with a quayside; -Changes in the draught of the vessel do not affect the efficiency of the method; -The vessel need not be moored, as it will stay in position between the pontoons; -The means can be moved about on water, and can be put quickly into operational condition; -The investment required is substantially lower than that needed for the familiar cargo handling ports; -The method is also economical in terms of operating costs; as a minimum of labour is required, little equipment is in need of ser vice, and that service is easy to provide; safety at work and the working conditions can be good; the risk of damage to cargo is small; -The method is particularly applicable in the loading and unloading of open barges.

As barges are highly suitable for traffic on inland waterways (rivers, lakes and shal low sheltered seacoasts), this method can be used to extend efficient and economical sea transport to localities that would otherwise depend on land transport for contact with the sea ports. Examples are industrial establishments, for example along the shores of Lake Saimaa, (the loaded barges will then be transported to destinations overseas by means of barge transporting vessels).

WHAT WE CLAIM IS: 1. A method of moving cargo (11) on to or off a vessel or vessels (10), comprising the steps of: i) placing two elongated floating pon toons (30) to extend substantially parallel to and spaced apart from

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Claims (9)

1. **WARNING** start of CLMS field may overlap end of DESC **.

   11 directly to the carrier 42, or by first put ting the cargo down in the area 41 which, if necessary, can be made far longer than indicated in Figure 4, in order to provide adequate space for cargo handling. Figure 4 shows the width of area 41 to be the same as the distance between the outer edges of the pontoons 30, but when necessary the area 41 can be made broader to meet the requirements of cargo handling and type of cargo. Figure 4 shows the pontoons 30 with railings 43, which ensure that the mobile crane 20 remains on the pontoons.

   The pontoons 30 can be equipped with mechanisms for the adjustment of the elevation of the tracks 37 (mechanism shown), or can take on or discharge ballast so that the tracks 37 can be basically adjusted to the elevation of the top of the quayside 33 irrespective of the variations in the water level W.

   Several different kinds of such adjusting mechanisms functioning, for example, on hydraulic cylinders, are available and their details need not be dealt with in this context.

   The method of the invention is particularly well suited for the loading and unloading of open barges. As examples of such barges there may be,mentioned the standard barges, the measurements of which are approximately 11.5 metres by 76.5 metres.

   Quite large loads can be moved as the capacities of the mobile cranes are roughly 20 to 40 tons.

   The mobile crane 20 is described above as moving on rubber-tyred wheels 23, but in large ports, especially, the mobile crane can be fitted so as to move on rails, and the rails can be extended on to the pontoons 30.

   The method of the invention can exploit the advantages of conventional mobile gantry cranes, which advantages include the saving of cargo space on the quayside, because the mobile crane is able to move in very narrow gaps between cargoes and to stack several loads such as containers on top of one another. Another advantage is that the vessel's space for cargo can be effectively utilised as there is no need to leave room for the cargo handling vehicles, as is the case in Ro-Ro methods.

   From the above description it may be appreciated that the method and means of the invention, with proper construction and arrangement at a suitable site, may be so employed that The crane can do the lifting or lowering at the right point and properly, as the crane operator can watch closely the position of the load.For the horizontal transporting of the load, the load can be prevented from swinging - usually by hoisting it up until it is fast with the upper beam - and thus swinging of the load will conse quently not hamper the operations of the crane during a run between the vessel and the loading/unloading point on shore; -The advantages of the familiar Lo-Lo (Lift-on Lift-off) and Ro-Ro (Roll-on Roll-off) cargo handling systems can be combined: the vertical raising/lowering of the load, and transfer in the quay area, can be effected with the crane, without inter mediate handling; -No special structures are needed in the vessels, and the cargo of existing conven tional vessels can be loaded or unloaded; From the above description it may be appreciated that the method and means of the invention may be employed so that:: -A single crane (and one man) can do the lifting, transfer and placing of the cargo of a vessel, as well as the attaching and detaching of the crane to and from the load; -It is possible to handle various kinds of dry cargo and also heavy and/or bulky pack ages; -Conventional quaysides and much quay space are not required; -The tracks on the decks of the pontoons can be kept substantially level with a quayside; -Changes in the draught of the vessel do not affect the efficiency of the method; -The vessel need not be moored, as it will stay in position between the pontoons; -The means can be moved about on water, and can be put quickly into operational condition; -The investment required is substantially lower than that needed for the familiar cargo handling ports; -The method is also economical in terms of operating costs; as a minimum of labour is required, little equipment is in need of ser vice, and that service is easy to provide; safety at work and the working conditions can be good; the risk of damage to cargo is small; -The method is particularly applicable in the loading and unloading of open barges.

   As barges are highly suitable for traffic on inland waterways (rivers, lakes and shal low sheltered seacoasts), this method can be used to extend efficient and economical sea transport to localities that would otherwise depend on land transport for contact with the sea ports. Examples are industrial establishments, for example along the shores of Lake Saimaa, (the loaded barges will then be transported to destinations overseas by means of barge transporting vessels).

   WHAT WE CLAIM IS: 1. A method of moving cargo (11) on to or off a vessel or vessels (10), comprising the steps of: i) placing two elongated floating pon toons (30) to extend substantially parallel to and spaced apart from

   each other and from a quayside (33) or other shore site, ii) placing the vessel or vessels (10) in the space between the pontoons (30), iii) employing a mobile gantry crane (20) to travel on wheels (23) running on longitudinal tracks (37) on the pon toons (30), and iv) employing a hoisting trolley (28) running on horizontal beams (27) of the crane (20) to hoist or lower items of cargo (11) from or on to the vessel or vessels (10) at the stowage places of the said items on or in the vessel or vessels (10).
2. 2. Means used for effecting a method according to Claim 1, for moving cargo (11) on to or off a vessel or vessels (10), comprising in combination two substantially parallel elongated floating pontoons (30) extending from a quayside (33) or other shore site and spaced apart so that between them there is a space (A) to accommodate the vessel or vessels (10), tracks (37) on the pontoons (30), and a mobile gantry crane (20) having wheels (23) running on the tracks (37) and able to hoist or lower items or cargo (11) from or on to the vessel or vessels (10) at the stowage places of the said items on or in the vessel or vessels (10).
3. 3. Means according to Claim 2, comprising cables (34) or other elements securing the pontoons (30) to the quayside (33) or other shore site, and ramps (38) extending between the said tracks (37) and a cargo area (B) of the quayside (33) or other shore site so that the crane (20) and/or other transport devices can run to-and-fro between the said tracks (37) and the said cargo area (B).
4. 4. Means according to Claim 2 or 3, wherein the pontoons (30) have mechanisms for raising and lowering the tracks (37) or sections thereof, and/or means for taking on and discharging ballast, for adjusting the level of the tracks (37) to suit the level of the quayside (33) or other shore site if variations occur in the water level (W).
5. 5. Means according to Claim 2, 3 or 4, including an outer end unit (31) for releasable connection to the outer ends of the two pontoons (30).
6. 6. Means according to Claim 2, 3, 4 or 5, including an inner end unit (32) extending between the inner ends of the two pontoons (30).
7. 7. Means according to Claim 6, wherein the inner end unit (32) has an area (41) on which items of cargo (11) can be deposited and on to and off which a straddle carrier (42) or other transport device can run.
8. 8. A method of moving cargo, substantially as hereinbefore described.
9. 9. Means for moving cargo, constructed and arranged substantially as hereinbefore described with reference to and as illustrated n the accompanying drawings.