GB2471548A

GB2471548A - Cargo transfer arrangement having a floating berthing pontoon and a transfer bridge extending onshore

Info

Publication number: GB2471548A
Application number: GB1010224A
Authority: GB
Inventors: John Scott
Original assignee: JST SERVICES
Current assignee: JST SERVICES
Priority date: 2009-07-03
Filing date: 2010-06-18
Publication date: 2011-01-05
Anticipated expiration: 2030-06-18
Also published as: GB2471548B8; GB2471548B; GB0911573D0; GB201010224D0

Abstract

The invention relates to a method and apparatus for transferring cargo such as logs, sand, passengers etc. between a cargo transport vessel and an onshore loading location 62. A floating barge 12 is provided in an initial in-line docking configuration. A cargo transfer bridge 10 having a cargo-way is provided between the floating barge and the onshore loading location to allow the transfer of cargo there over. A wheeled barge actuator mechanism 32 is attached to the barge end of the cargo transfer bridge, to provide actuation of the floating barge in order to manoeuvre the floating barge from its initial in-line docking configuration to a T-shaped berthing configuration in which the cargo transport vessel may berth against the berthing area of the floating barge.

Description

Method and Apparatus for Transferring Cargo The present invention is concerned with a method and apparatus for transferring cargo particularly, but not exclusively, for transferring cargo such as timber logs from a road vehicle, at a remote loading location which would normally be unsuitable for such a transfer, to a cargo transport vessel. This allows the cargo to be transported on the vessel from the remote location to a processing facility.

Many industries require cargo to be transported by land (using e.g. road or rail connections) and water (using e.g. sea or river borne ships, boats or barges). In some industries, this is relatively straightforward because the nature of those industries has resulted in the construction of dredged harbours which allow cargo ships to berth against the edge of the harbour, and trucks to park immediately alongside the ship. The cargo can then be easily transferred between the ship and the truck by e.g. a crane.

However, in many industries factors such as the surrounding geology, economics, environmental concerns, politics etc. prevent or severely restrict the viability of providing such harbours. This rriakes transfer of cargo between land based transport and water based transport difficult or impossible. For example, timber is often felled in remote areas with poor access and difficult geographical terrain. In such areas, it would be desirable to be able to transport the timber logs a short distance by truck and then transfer the timber onto a cargo ship for the longer journey to the point of sale or the timber processing facility. However, this is normally impossible because (due to the relatively large draft such ships require in the water, and the fact that no harbours are normally available near such forests) the cargo ship cannot get close enough to the loading area to allow the timber to be transferred from the truck onto the ship. The timber therefore must be transported a long distance on the truck by road to the nearest harbour. This is particularly disruptive in rural areas where the road infrastructure is ill suited to such large vehicles.

One attempt at addressing this problem is to use a landing craft having a flat front end and a drawbridge. Once the craft has been piloted onto the shore and the drawbridge has been lowered, cargo can be transferred onto the craft for subsequent transportation by water. However, landing craft are often prohibitively expensive since they require a complex drawbridge mechanism and a comprehensive steering and control system in order to allow them to be steered into position. Furthermore, the crew must be very skilled to operate the craft in view of the semi-amphibious nature of the craft and the skill required to ensure accurate docking on difficult terrain. Another disadvantage of such landing craft is that they require a relatively flat beaching area which is very often not available.

A similar problem arises when passenger ferries are used to transfer passengers from one side of a waterway to the other. Oftentimes, the ferry size and docking location are incompatible with one another. For example, the ferry may be too large for a particular slipway. The floating barge provided by the present invention also addresses this problem by providing an improved intermediate structure between the ferry and slipway.

According to the present invention there is provided a method of transferring cargo between a cargo transport vessel and an onshore loading location, the method comprising the steps of:-providing, in an initial docking configuration, a floating barge, having a berthing area for berthing a cargo transport vessel there against, and a cargo transfer bridge having a cargo-way, for transferring cargo between the cargo transport vessel and the onshore loading location; providing a barge actuator mechanism on the barge end of the cargo transfer bridge, the barge actuator mechanism being capable of actuating the floating barge in order to manoeuvre it relative to the onshore loading location; securing a portion of the shore end of the cargo transfer bridge to the onshore loading location and actuating the barge actuator mechanism in order to manoeuvre the floating barge from its initial docking configuration to a berthing configuration in which the cargo transport vessel may berth against the berthing area of the floating barge.

Since the floating barge is manoeuvred by interaction between the barge actuator mechanism at the end of the bridge and the deck of the floating barge, no propellers or thrusters etc. are required on the floating barge; this significantly reduces the cost and complexity compared to known methods of transferring cargo between cargo transport vessels and onshore loading locations.

Preferably, the method also then comprises the steps of resting the barge end of the cargo transfer bridge on the barge deck on a static support stand, providing extendable support legs toward the shore end of the cargo transfer bridge, and extending the extendable support legs when the shore end of the cargo transfer bridge is above the onshore loading location in order to raise the shore end of the cargo transfer bridge and hence raise the shore end of the cargo transfer bridge clear of the barge deck.

Preferably, the method also then comprises the steps of raising the barge end of the cargo transfer bridge on the barge actuator mechanism off the static support stands, and then driving the barge actuator mechanism along the deck of the barge in order to drive the barge away from the onshore loading location.

More preferably, the step of providing the floating barge and cargo transfer bridge in the initial docking configuration further comprises aligning the longitudinal axis of the floating barge substantially parallel with the longitudinal axis of the cargo transfer bridge such that the berthing area on the floating barge is alongside the cargo transfer bridge.

More preferably, the step of providing the barge actuator mechanism comprises the step of providing a pair of independently controllable barge actuator mechanisms on either side of the cargo transfer bridge, and the step of driving the barge actuator mechanisms along the deck of the barge further comprises the step of driving one of the barge actuator mechanisms at a different speed from the other barge actuator mechanism in order to rotate the barge as it moves away from the onshore loading location, such that the longitudinal axis of the barge moves out of parallel alignment with the longitudinal axis of the cargo transfer bridge.

This is preferably continued until the longitudinal axis of the cargo transfer bridge intersects the longitudinal axis of the floating barge in a T-shaped configuration such that the berthing area is at the offshore side of the floating barge.

This T-shaped configuration increases the lateral stability of the structure in the water and improves ease of berthing of the cargo transport vessel against the barge.

Alternatively, the step of driving the barge actuator mechanisms along the deck of the barge comprises the step of driving each barge actuator mechanism at the same speed in order to translate the barge away from the onshore loading location such that the longitudinal axis of the barge moves in parallel alignment with the longitudinal axis of the cargo transfer bridge, in a telescopic movement, such that the longitudinal axis of the cargo transfer bridge and the longitudinal axis of the floating barge remain substantially aligned with one another in an in-line configuration, and a berthing area is provided at either the side of the floating barge perpendicular to the onshore loading location.

This in-line configuration increases the berthing area available because a ship can berth on either side of the barge.

Preferably, the step of actuating the barge actuator mechanisms also then comprises the step of driving each of the barge actuator mechanisms, after the barge has been rotated by the barge actuator mechanisms, at the same speed in order to move the longitudinal axis of the barge further away from the onshore loading location, in the T-shaped berthing configuration.

Preferably, the method also then comprises the step of securing the floating barge to the sea or river bed below the barge. This may be performed by providing rigid anchor members through holes provided in the deck of the barge.

Preferably, the method also then comprises the step of retracting the extendable support legs at the shore end of the cargo transfer bridge in order to lower the shore end of the cargo transfer bridge into contact with a portion of the onshore loading location, and then further retracting the extendable support legs in order to release the cargo transfer bridge from attachment to the onshore loading location; this allows the cargo transfer bridge to rest and slide on the onshore loading location as a result of barge heave.

Preferably, the method also then comprises the step of lowering the barge end of the cargo transfer bridge on the barge actuator mechanisms and engaging a securing arrangement on the barge end of the cargo transfer bridge with a corresponding securing arrangement on the shore side edge of the barge. This may be done by lowering a hooked arrangement provided on the barge end of the cargo transfer bridge onto an attachment bar provided on the shore side edge of the barge.

The method may also comprise the step of managing the volume and location of ballast in the hull of the barge in order to counteract any tipping of the barge due to loading from the cargo transfer bridge, and any road vehicles and / or cargo on the cargo-way of the cargo transfer bridge.

According to the invention there is also provided a cargo transfer structure for transferring cargo between a cargo transport vessel and an onshore loading location, the cargo transfer structure comprising:-a floating barge having a berthing area for berthing a cargo transport vessel there against, and a cargo transfer bridge having a cargo-way for transferring cargo between the cargo transport vessel and the onshore loading location, the floating barge and cargo transfer bridge being provided in an initial docking configuration, wherein a barge actuator mechanism is provided on the floating barge end of the cargo transfer bridge, the barge actuator mechanism being capable of actuating the floating barge relative to the onshore loading location such that when the onshore end of the cargo transfer bridge is secured to the onshore loading location, the barge actuator mechanism is capable of driving the floating barge from its initial docking configuration to a berthing configuration in which the cargo transport vessel may berth against the berthing area of the floating barge.

Preferably, the barge actuator mechanism comprises at least a height adjustment mechanism secured at its upper end to the cargo transfer bridge, and at least a traction wheel rotatably mounted to its lower end.

The or each height adjustment mechanism may comprise a pair of scissor legs pivotably mounted to one another and a hydraulic piston attached between the scissor legs such that when the hydraulic piston is actuated the pair of scissor legs open to raise the barge end of the cargo transfer bridge or close to lower the barge end of the cargo transfer bridge.

Preferably, a pair of traction wheels are provided on each height adjustment member and preferably a barge actuator mechanism is provided on each side of the cargo transfer bridge. The or each traction wheel may be hydraulically driven and may be provided with an inflated tyre there around. The traction wheels of the barge actuator mechanisms are preferably driven by independent hydraulic control and I or braking systems such that one set of traction wheels may be driven at a different or the same speed as the other set of traction wheels, as desired.

Extendable support legs may be attached toward the shore end of the cargo transfer bridge. Preferably, one support leg is attached to the left side of the cargo transfer bridge and one support leg is attached to the right side of the cargo transfer bridge. Each support leg may comprise an independently controllable hydraulic jacking mechanism.

Preferably, a securing arrangement for rigidly securing the cargo transfer bridge to the barge is provided between the cargo transfer bridge and the barge. The securing arrangement may be at least a hook on the cargo transfer bridge and at least a corresponding hook bar on the shore side of the barge.

Rollers may be provided on the shore end of the cargo transfer bridge to allow reciprocal movement of the shore end of the cargo transfer bridge over the surface of the shore. A skid platform may be provided on the shore to facilitate said reciprocal movement.

Preferably, at least an anchor hole is provided through the deck of the barge in order to receive a rigid anchoring member for securing the barge against lateral movement with respect to the sea or river bed but allow vertical movement of the barge due to tidal changes, or heave etc. The cargo-way may comprise a portion of the barge deck surface, a planar supporting member on the surface of the cargo transfer bridge and a series of hinged flaps at the shore end of the cargo transfer bridge which rest on the onshore loading location in order to provide a substantially continuous cargo-way between the onshore loading location and the floating cargo vessel. The cargo-way may be a roadway adapted to receive road vehicles.

Embodiments of the present invention will now be described, by way of example only, with reference to the drawings, in which:-Fig. IA is an illustration of a first deployment stage according to the method and structure of a first embodiment of the present invention, where the structure is approaching an onshore loading location; Fig. 1 B is an illustration of the apparatus in a second deployment stage where the support legs have engaged with the bank adjacent the onshore loading location; Fig. 1C is an illustration of the apparatus in a third deployment stage where the support legs have jacked up the shore end of the bridge; Fig. 1 D is an illustration of the apparatus in a fourth deployment stage where the barge actuator wheels have translated the barge away from the shore; Fig. 1 E is an illustration of the apparatus in a fifth deployment stage where the barge actuator wheels have rotated the barge into a berthing configuration; Fig. iF is an illustration of the apparatus in a sixth deployment stage where the barge actuator wheels have translated the rotated barge further away from the shore; Fig. 1G is an illustration of the apparatus in a seventh deployment stage where the support legs have been lowered in order to rest the shore end of the bridge on the onshore loading location; Fig. 1H is an illustration of the apparatus in an eighth deployment stage where the barge actuators have lowered the barge end of the bridge into rigid engagement with the shore side of the barge; Fig. 2A is a detailed cross sectional diagram of a bridge according to a first embodiment of the invention; Fig. 2B is a side elevation view of the bridge of Fig. 2A; Fig. 3 is a plan view of the bridge of Fig. 2A; Fig. 4 is a cross sectional end view of the bridge of Fig. 2A; Fig. 5 is a more detailed partial cross sectional view of the hook arrangement provided at the barge end of the bridge of Fig. 2A; Fig. 6 is a side view of a barge actuator mechanism attached to one end of the bridge, where the actuator mechanism is in a raised configuration; Fig. 7A is an isolated view of the barge actuator mechanism in a lowered configuration; Fig. 7B is an isolated view of the barge actuator mechanism in a raised configuration; Fig. 8 is an illustration of the angular range through which the wheel of the barge actuator mechanism moves between the raised and lowered configuration; Fig. 9A is a plan view of the barge actuator mechanism in the raised configuration; Fig. 9B is a plan view of the barge actuator mechanism in the lowered configuration; Fig. lOis an illustration of the vertical range through which the wheel of the barge actuator mechanism moves between the raised and lowered configurations; Fig. 11 is a further, more detailed view of the wheels of the barge actuator mechanism; Fig. 12A is a cross sectional view of a bulkhead structure provided in the barge; Fig. 12B is a side view of the barge; Fig. 13A is a plan view of the barge; Fig. 1 3B is a side view of a hook bar provided on the side of the barge; Fig. 130 is more detailed plan view of one side of the barge showing the hook bar; Fig. 1 3D is an end view of the barge stern; Fig. 13E is a cross sectional view through the barge hull at the location of the hook bar; Fig. 14 is a side view of the edge of the barge at the point where the wheels of the barge actuator mechanism meet the deck of the barge. The barge actuator mechanism is in a raised configuration, with the hook disengaged from the barge and the bridge is substantially level; Fig. iSis a side view of the arrangement of Fig. 14 where the bridge has been lowered with respect to the barge; Fig. 16 is a side view of the arrangement of Fig. 14 where the bridge has been raised with respect to the barge; Fig. 17 is an end cross sectional view of the bridge showing the wheels of the actuator in a lowered, and hence loaded, configuration; Fig. 18 is side view of the edge of the barge at the point where the barge and bridge meet. The barge actuator mechanism is in a raised configuration, the hook is engaged with the hook bar at the edge of the barge and the bridge is substantially level; Fig. 19 is a side view of the arrangement of Fig. 18 where the bridge has been lowered with respect to the barge; Fig. 20 is a side view of the arrangement of Fig. 18 where the bridge has been raised with respect to the barge; Fig. 21 is an end cross sectional view of the bridge showing the wheels of the actuator in a raised, and hence unloaded, configuration; Fig. 22A is a side elevation diagram of a bridge according to a second embodiment of the invention; and Fig. 22B is a plan view of the bridge of Fig. 22A.

The following description describes the procedure and apparatus involved in loading cargo from an onshore road vehicle onto a ship for transportation by the ship to another processing facility; however, it will be appreciated that the invention can equally be used in the reverse nature in order to unload cargo from a ship and onto another onshore vehicle after the cargo has been transported to the processing facility. Furthermore, cargo means any type of cargo; this includes, but is not limited to, logs, sand, aggregates etc. Cargo may also include foot passengers such that the apparatus and method is suitable for transferring passengers between a ferry and an on-shore loading location.

In the following description the term "shore end" means that end nearest to the shore during operation of the structure, and the term "barge end" means that end nearest to the barge during operation of the structure.

As shown in Figs 1A to 1 H, the cargo transfer structure comprises a cargo transfer bridge 10 loaded onto a floating barge 12 which is supported on the barge 12 by static support stands 23. A barge actuator mechanism 14 is also provided at the barge end of the bridge 10 and a pair of extendable supports in the form of independent hydraulic jacking legs 60 are provided on either side of the onshore end of the bridge member 10.

As shown in Figs. 2A, 2B, 3 and 4 the bridge 10 has a roadway surface 14 capable of carrying the load of a road vehicle such as a fully loaded truck.

An upper longitudinal spar 30, strengthening side spars 16, floor braces 18, floor corrugations 20 and a kerb 28 are provided along the length of the bridge 10. A securing hook 22 and static support stands 23 are provided at one end of the bridge 10 and a series of rollers 24 and landing flaps 26 are provided at the other end. The landing flaps 26 are steel planar members hinged to the bridge 10. In the embodiment described, the bridge 10 is approximately thirty metres long and approximately six metres wide although any other suitable dimension of bridge could be used.

As shown in Fig. 5, the securing hook 22 has a bearing pad 25, which may be greased to reduce friction, and is aligned such that the top of the hook 22 is level with the roadway surface 14 of the bridge 10. The static support stands 23 extend down from the bridge 10 adjacent the hook 22.

As shown in Figs. 6 to 11, a pair of barge actuator mechanisms 32 are attached to the longitudinal spars 30 at each side of the bridge 10 above the hook 22. Each barge actuator mechanism 32 has a height adjustment mechanism provided by an upper scissor leg 34 connected to a lower scissor leg 36 at a pivot joint 38. A pair of traction wheels 40, having inflated rubber tyres 44 are rotatably mounted to the lower end of the lower scissor leg 36. An anchor plate 42 is provided at the top of the upper scissor leg 34 to attach the actuator mechanism 32 to the spars 30.

A hydraulic piston 43 is attached to the upper scissor leg 34 at pivot joint 46 and to the lower scissor leg 36 by a pivot joint 48. The arrangement of the pivot joints and the legs provide a pivotable support structure for the bridge 10.

Referring to Figs. 12 to 13, the floating barge 12 has a main hull section 50 and two bowed end sections 52. A deck surface 54 is provided on the barge 12. A hook bar 56 and anchor member holes 58 are provided on the shore side of the barge 12. A berthing area B is provided on a long edge of the barge 12. In the embodiment described, the barge 12 is approximately forty metres long, ten meters wide and four metres high although any other suitable dimension of barge could be used.

The onshore loading location has a steel skid platform 61 installed on the bank of the onshore loading location 62.

With reference to Fig. 1A, in the embodiment described, the bridge 10 is stored on the barge 12 in an initial docking configuration ready for deployment. In this configuration the longitudinal axis of the bridge 10 and the barge 12 are aligned with one another. The barge end of the bridge is supported on the barge deck 54 by the static support stands 23 and the shore end of the bridge 10 is supported by forward support rests (which may be blocks of wood) provided toward the forward end of the barge 12 (not shown).

In this initial docking configuration, the hydraulic piston 43 of the barge actuator mechanism 32 is retracted such that the wheels 44 are clear of the barge deck surface 54.

When it is desired to transfer cargo, the barge 12 and the bridge 10 are first navigated toward an onshore loading location 62 by a tug or other vessel, or by guide ropes.

Once the rollers 24 at the shore end of the bridge 10 are located above the skid platform 61 at the edge of the land based roadway 64 (Fig. I B), the hydraulic jacking legs 60 are jacked down into the water and then into the bank adjacent the shoreline until they begin to support the weight of the bridge 10. The foot of each support leg may be provided with a conical spike which digs into the bank below the waterline.

The hydraulic jacking legs 60 are then extended further such that they lift the shore end of the bridge 10 and thereby lift that end of the bridge 10 off of the forward support rests (Fig. 10). At this stage, the bridge is therefore supported at one end by the bank (by way of the extended support legs 60) and at the other end by the barge 12 (by way of the static support stands 23). Because the support legs 60 are jacked into the bank, and because the support stand 23 cannot move across the deck 54, the barge cannot move into or away from the onshore loading location 62. Support legs 60 are provided on both sides of the bridge 10 to prevent the barge 12 drifting from side to side. Since the support legs 62 can be independently extended the first can be raised slightly, then the second, then the first and so on, in a series of iterative steps in order to gradually raise the bridge 10 in a controlled manner.

The hydraulic piston 43 of the actuator mechanisms 32 on either side of the barge end of the bridge 10 are next extended. This causes the upper scissor legs 34 and the lower scissor legs 36 to sweep the wheels 40 downwards and outwards until the tyre 44 of each wheel 40 makes contact with the barge deck 54. Continued extension of the pistons 43 raises the barge end of the bridge 10 such that this end is supported only by the wheels 40 of the actuator mechanisms 32 (Fig. 1 D).

The wheels 40 of the actuator mechanisms 32 are now driven (by e.g. a hydraulic pump provided on board the barge 12). In the example illustrated the wheels 40 are driven clockwise such that the barge 12 is driven away from the onshore loading location 62 (in Fig. 1 D, the barge 12 has been moved away from its original position in Figs. 1A, 1 B and 1C in this way). It may be necessary to guide the bridge through a pair of freely rotating castors (not shown) on either side of the bridge in order to prevent the barge moving from side to side as it is driven back by the wheels 40.

As the barge 12 approaches this position, the rotational speed of the wheels on one side of the bridge 10 can be reduced or increased relative to the rotational speed of the wheels on the actuator mechanism on the other side of the bridge 10. This can be done either by braking or accelerating one set of wheels. This causes a rotational force on the barge 12 which results in the barge 12 rotating around an axis normal to the deck of the barge 12. This is continued until the barge's longitudinal axis is parallel with the shore line 62 rather than perpendicular (Fig. I E).

The bridge 10 and barge 12 therefore assume a T-shaped configuration.

Once the barge 12 has been rotated the wheels 40 of the barge actuator mechanism 32 are rotated at substantially the same speed as each other such that the barge 12 continues to be driven away from the shore; however, this time it will be translated away from shore without further rotation (Fig. 1 F). Stop chocks (not shown) are provided at the edge of the barge deck 54 to prevent the wheels 40 being driven off the edge of the barge 12.

Once the wheels 40 have reached the stop chocks at the edge of the barge 12, a pair of rigid anchor posts (spud legs) are passed into the anchor holes 58 and down into the sea or river bed below the barge 12 in order to anchor the barge 12 in that position relative to the shore.

The extendable support legs 60 are then retracted in order to gradually lower the shore end of the bridge 10. Since the support legs 62 can be independently retracted the first can be retracted slightly, then the second, then the first and so on, in a series of iterative steps in order to gradually lower the bridge 10 in a controlled manner. Once the rollers 24 rest on the skid platform 61 the support legs continue to be retracted in order to remove them from the previous engagement with the bank below the waterline. As the shore end of the bridge 10 approaches the skid platform 61, the flaps 26 rest on the end of the roadway 64 to provide a smooth roadway surface between the land based roadway 64 and the bridge deck surface 14.

The apparatus is capable of accommodating a range of angular positions between the bridge 10 relative to the barge 12 because of the pivoting facility provided by the barge actuator mechanism 32. In this regard, Fig. 14 shows the barge deck 54 substantially level with the onshore loading location; in this configuration, and in this embodiment the total length of the piston 43 is held such that there is 90mm of clearance between the bottom of the static support 23 and the top surface of the barge deck 54.

Fig. 15 shows the barge deck 54 higher than the onshore loading location; in this configuration, and in this embodiment, the total clearance between the bottom of the static support 23 and the top surface of the barge deck 54 is 24mm. Fig. 16 shows the barge deck 54 lower than the onshore loading location; in this configuration and in this embodiment, the total clearance between the bottom of the static support 23 and the top surface of the barge deck 54 is 154mm. Other clearance dimensions can easily be provided by further opening or closing of the scissor legs of the barge actuator mechanism 32 as required.

The hydraulic piston 43 of the barge actuator mechanism 32 is now retracted in order to lower the barge end of the bridge 10 into engagement with the edge of the barge 12 (Fig. 1 H). With reference to Fig. 18 as the barge end of the bridge 10 is lowered by the piston 43, the hook 22 engages with the hook bar 56 on the edge of the barge 12.

Once the hook 22 has been engaged with the hook bar 56, the apparatus is still capable of accommodating a range of angular positions of the bridge 10 relative to the barge 12 because of the pivoting facility provided by the interaction between the bearing pad 25 of the hook 22 and the hook bar 56 (which may be greased to further reduce any rotational friction).

Once the hook 22 has been engaged, the wheels 44 are raised further off the barge deck 54 to avoid interference with the angular movement of the hook 22 around the hook bar 56. In this regard, Fig. 18 shows the barge deck 54 substantially level with the onshore loading location; in this configuration, and in this embodiment the total length of the piston 43 is held such that there is 80mm of clearance between the bottom of the tyre 44 and the top surface of the barge deck 54. Fig. 19 shows the barge deck 54 higher than the onshore loading location; in this configuration, and in this embodiment, the total clearance between the bottom of the tyre 44 and the top surface of the barge deck 54 is 98mm. Fig. 20 shows the barge deck 54 lower than the onshore loading location; in this configuration and in this embodiment, the total clearance between the bottom of the tyre 44 and the top surface of the barge deck 54 is 45mm.

Other clearance dimensions can easily be provided by further opening or closing of the scissor legs of the barge actuator mechanism 32 as required.

In this berthing configuration, the barge end of the bridge 10 is supported by the engagement between the hook 22 and the hook bar 56; the shore end of the bridge 10 is supported by the rollers 24 on the skid platform 61.

The rollers 24 allow the shore end of the barge to move back and forward a small amount due to heave of the barge 12 as cargo is loaded.

A cargo transport vessel such as a large ship or ferry (not shown) is piloted alongside the offshore side of the barge 12 until it is level with the berthing area B. Cargo may now be transferred. In the case of foot passengers, passengers can now simply walk over the roadway 64 onto the barge deck 54 and then onto the ferry. In the case of other types of cargo such as logs, aggregates etc. a road vehicle, such as a truck (not shown), is reversed from the land based roadway 64 onto the surface provided by the flaps 26, over the bridge deck 14 and onto the barge deck 54 until it is adjacent the ship. Cargo can then be transferred between the ship and the truck using a crane provided on the ship, truck or barge.

After the cargo has been transferred between the ship and the truck, the truck can then simply be driven back over the bridge 10 onto the land based roadway 64. It will be appreciated that the transfer of cargo could either be from the ship to the truck or from the truck to the ship.

With reference to Figs. 22A and 22B a second embodiment of the present invention has a different form of cargo transfer bridge 110. In order to minimise repetition, similar features of the apparatus have been numbered with a common two-digit reference numeral and have been differentiated by a third digit placed before the two common digits. Such features are structured similarly, operate similarly, and I or have similar functions as previously described.

The bridge 110 has a roadway surface 114 capable of carrying the load of a road vehicle such as a fully loaded truck. An upper spar member 130, strengthening side spars 116, floor braces 18, and floor corrugations 120 are provided along the length of the bridge 110. A securing hook 122 and static support stands 123 are provided at one end of the bridge 110 and a series of angled and hinged steel planar landing flaps 126 are provided at the other end.

The embodiments of the invention therefore provide a simple way of rnanoeuvring a barge from an initial storage and docking configuration into a berthing configuration without the need for complex piloting of the vessel or complex control systems. The apparatus can therefore be installed very quickly, easily and relatively inexpensively. This opens up a large network of previously unviable cargo transport routes and helps to overcome any incompatibility between the vessel and the loading location.

Furthermore, the apparatus is semi-permanent in that it provides a very secure and stable structure which can be removed relatively quickly and easily. It does not require extensive construction at the onshore location and as such results in little or no long term impact on the surrounding environment.

Modifications and improvements may be made to the foregoing without departing from the scope of the invention; for example:-Although the specific embodiments described above refer to the transfer of cargo between a ship and a truck, it will be appreciated that it could be used to transfer cargo to and from other land based infrastructures; for example, rails could be provided on the bridge in order to allow connection to a railroad infrastructure by carriages of a railway locomotive etc.

Claims

CLAIMS1. A method of transferring cargo between a cargo transport vessel and an onshore loading location, the method comprising the steps of:-providing, in an initial docking configuration, a floating barge, having a berthing area for berthing a cargo transport vessel there against, and a cargo transfer bridge having a cargo-way, for transferring cargo between the cargo transport vessel and the onshore loading location; providing a barge actuator mechanism on the barge end of the cargo transfer bridge, the barge actuator mechanism being capable of actuating the floating barge in order to manoeuvre it relative to the onshore loading location; securing a portion of the shore end of the cargo transfer bridge to the onshore loading location and actuating the barge actuator mechanism in order to manoeuvre the floating barge from its initial docking configuration to a berthing configuration in which the cargo transport vessel may berth against the berthing area of the floating barge.
2. A method according to claim 1, further comprising the steps of resting the barge end of the cargo transfer bridge on the barge deck on a static support stand, providing extendable support legs toward the shore end of the cargo transfer bridge, and extending the extendable support legs when the shore end of the cargo transfer bridge is above the onshore loading location in order to raise the shore end of the cargo transfer bridge and hence raise the shore end of the cargo transfer bridge clear of the barge deck.
3. A method according to claim 2, further comprising the steps of raising the barge end of the cargo transfer bridge on the barge actuator mechanism off the static support stands, and driving the barge actuator mechanism along the deck of the barge in order to drive the barge away from the onshore loading location.
4. A method according to any preceding claim, wherein the step of providing the floating barge and cargo transfer bridge in the initial docking configuration further comprises aligning the longitudinal axis of the floating barge substantially parallel with the longitudinal axis of the cargo transfer bridge such that the berthing area on the floating barge is alongside the cargo transfer bridge.
5. A method according to either of claims 3 or 4, wherein the step of providing the barge actuator mechanism comprises the step of providing a pair of independently controllable barge actuator mechanisms on either side of the cargo transfer bridge, and the step of driving the barge actuator mechanisms along the deck of the barge further comprises the step of driving one of the barge actuator mechanisms at a different speed from the other barge actuator mechanism in order to rotate the barge as it moves away from the onshore loading location, such that the longitudinal axis of the barge moves out of parallel alignment with the longitudinal axis of the cargo transfer bridge.
6. A method according to claim 5, wherein the step of driving one of the barge actuator mechanisms is continued until the longitudinal axis of the cargo transfer bridge intersects the longitudinal axis of the floating barge in a T-shaped configuration such that the berthing area is at the offshore side of the floating barge.
7. A method according to any of claims 3 to 6, wherein the step of driving the barge actuator mechanisms along the deck of the barge comprises the step of driving each barge actuator mechanism at the same speed in order to translate the barge away from the onshore loading location such that the longitudinal axis of the barge moves in parallel alignment with the longitudinal axis of the cargo transfer bridge, in a telescopic movement, such that the longitudinal axis of the cargo transfer bridge and the longitudinal axis of the floating barge remain substantially aligned with one another in an in-line configuration, and a berthing area is provided at either the side of the floating barge perpendicular to the onshore loading location.
8. A method according to either of claims 6 or 7, wherein the step of actuating the barge actuator mechanisms also then comprises the step of driving each of the barge actuator mechanisms, after the barge has been rotated by the barge actuator mechanisms, at the same speed in order to move the longitudinal axis of the barge further away from the onshore loading location, in the 1-shaped berthing configuration.
9. A method according to claim 8, further comprising the step of securing the floating barge to the sea or river bed below the barge.
10. A method according to claim 9, wherein the step of securing the floating barge is performed by providing rigid anchor members through holes provided in the deck of the barge.
11. A method according to claim 10, further comprising the step of retracting the extendable support legs at the shore end of the cargo transfer bridge in order to lower the shore end of the cargo transfer bridge into contact with a portion of the onshore loading location, and then further retracting the extendable support legs in order to release the cargo transfer bridge from attachment to the onshore loading location.
12. A method according to claim 11, further comprising the step of lowering the barge end of the cargo transfer bridge on the barge actuator mechanisms and engaging a securing arrangement on the barge end of the cargo transfer bridge with a corresponding securing arrangement on the shore side edge of the barge.
13. A cargo transfer structure for transferring cargo between a cargo transport vessel and an onshore loading location, the cargo transfer structure comprising:-a floating barge having a berthing area for berthing a cargo transport vessel there against, and a cargo transfer bridge having a cargo-way for transferring cargo between the cargo transport vessel and the onshore loading location, the floating barge and cargo transfer bridge being provided in an initial docking configuration, wherein a barge actuator mechanism is provided on the floating barge end of the cargo transfer bridge, the barge actuator mechanism being capable of actuating the floating barge relative to the onshore loading location such that when the onshore end of the cargo transfer bridge is secured to the onshore loading location the barge actuator mechanism is capable of driving the floating barge from its initial docking configuration to a berthing configuration in which the cargo transport vessel may berth against the berthing area of the floating barge.
14. A cargo transfer structure according to claim 13, wherein the barge actuator mechanism comprises at least a height adjustment mechanism secured at its upper end to the cargo transfer bridge, and at least a traction wheel rotatably mounted to its lower end.
15. A cargo transfer structure according to claim 14, wherein the or each height adjustment mechanism comprises a pair of scissor legs pivotably mounted to one another and a hydraulic piston attached between the scissor legs such that when the hydraulic piston is actuated the pair of scissor legs open to raise the barge end of the cargo transfer bridge or close to lower the barge end of the cargo transfer bridge.
16. A cargo transfer structure according to either of claims 14 or 15, wherein a pair of traction wheels are provided on each height adjustment member and a barge actuator mechanism is provided on each side of the cargo transfer bridge.
17. A cargo transfer structure according to claim 16, wherein the or each traction wheel is hydraulically driven and is provided with an inflated tyre there around.
18. A cargo transfer structure according to claim 17, wherein the traction wheels of the barge actuator mechanisms are driven by independent hydraulic control and I or braking systems such that one set of traction wheels may be driven at a different, or the same, speed as the other set of traction wheels.
19. A cargo transfer structure according to any of claims 13 to 18, further comprising extendable support legs attached toward the shore end of the cargo transfer bridge.
20. A cargo transfer structure according to claim 19, wherein one support leg is attached to the left side of the cargo transfer bridge and one support leg is attached to the right side of the cargo transfer bridge.
21. A cargo transfer structure according to claim 20, wherein each support leg comprises an independently controllable hydraulic jacking mechanism.
22. A cargo transfer structure according to any of claims 13 to 21, wherein a securing arrangement for rigidly securing the cargo transfer bridge to the barge is provided between the cargo transfer bridge and the barge.
23. A cargo transfer structure according to claim 22, wherein the securing arrangement comprises at least a hook on the cargo transfer bridge and at least a corresponding hook bar on the shore side of the barge.
24. A cargo transfer structure according to any of claims 13 to 23, wherein rollers are provided on the shore end of the cargo transfer bridge to allow reciprocal movement of the shore end of the cargo transfer bridge over the surface of the shore.
25. A cargo transfer structure according to any of claims 13 to 24 further comprises a skid platform on the shore.
26. A cargo transfer structure according to any of claims 13 to 25, further comprising at least an anchor hole through the deck of the barge in order to receive a rigid anchoring member for securing the barge against lateral movement with respect to the sea or river bed but allow vertical movement of the barge.
27. A cargo transfer structure according to any of claims 13 to 26, wherein the cargo-way comprises a portion of the barge deck surface, a planar supporting member on the surface of the cargo transfer bridge and a series of hinged flaps at the shore end of the cargo transfer bridge which rest on the onshore loading location in order to provide a substantially continuous cargo-way between the onshore loading location and the floating cargo vessel.
28. A cargo transfer structure according to claim 27, wherein the cargo-way comprises a roadway adapted to receive road vehicles.
29. A method of transferring cargo between a cargo transport vessel and an onshore loading location, substantially as hereinbefore described with reference to Figs. 1 to 22.
30. A cargo transfer structure substantially as hereinbefore described with reference to Figs. 1 to 22.