JP2000168960A - Cargo transporting method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a carbon dioxide discharge amount, and efficiently transport a cargo. SOLUTION: A container rack barge 2 loaded with a container 3 of 200 TEU or more is stored in a high speed coasting vessel 1 to conduct cargo work with high speed. The container 3 is ready to be loaded in the barge 2 until the vessel 1 arrives, the vessel 1 sinks a hull to carry the barges 2 in and out, and loading and unloading for the containers 3 are carried out collectively. When the vessel 1 sails at 30-40 knots of speed between harbors, periodical operations are possible within a time equal to land transportation by a motor truck to promote modal shift.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a freight transportation method for carrying out comprehensive and efficient logistics including land transportation and water transportation.

[0002]

2. Description of the Related Art Today, the transportation of many cargoes is carried out by trucks or other vehicles running on the road. The trucking market has been expanding due to advantages such as convenience, high speed, flexibility and low cost compared to other rail and sea transportation. However, problems such as difficulty in securing drivers, deterioration of the environment around the road, traffic congestion, frequent occurrence of traffic accidents, increase in road maintenance costs, and large emission of carbon dioxide gas are also increasing. For this reason, a modal shift that replaces long-distance trucking with high-speed marine transportation has been proposed, and research and development for the realization of a technosuper liner (TSL) have been started.

The technosuper liner targets container cargo for transportation at a speed of 50 knots (93 km / h).
It is targeting a cargo loading capacity of 1,000 tons and a cruising range of 500 nautical miles. The loading capacity converted to a 20-foot container is 150 TEU (Twenty-Foot Equivalent Uni
t), which is based on the assumption that high-speed cargo handling will be performed so that the total time will be within one hour, and that one ship a day will return to and return between the two ports without calling. To lift and unload a total of 300 containers per hour, 1
Since the cycle time per unit is 12 seconds, a method of simultaneously loading and unloading four containers is under study.

A container to be loaded is carried into a container yard near the quay by a trailer or the like, transported by a transfer crane provided in the container yard, and roll-on-roll-off using an automatic traveling transport vehicle (AGV) or the like. (RO / RO) method, or lift-on-lift-off (LO), which is a vertical cargo handling method using a container crane provided on the quay
/ LO) method. Unloading a container from a ship follows the reverse route of loading.

[0005] Regarding the speeding up of cargo handling at harbors, Japanese Patent Application Laid-Open Nos. 52-97588, 53-22269, and 5
3-51896, JP-A-6-298169, JP-A-6-296
298372, JP-A-9-150957, JP-A-9-1
56769, JP-A-10-45215, JP-A-10-1
75738, JP-A-10-194461 and JP-A-10-194461
Various proposals have been made in the prior art such as 0-194463.

Japanese Unexamined Patent Application Publication No. 52-97588 discloses a foldable movable ship that travels offshore from a quay and moves to and from land so that large ships can be directly loaded and unloaded even in a port with insufficient water depth. A mobile port facility is disclosed that includes a bridge and a crane that performs cargo handling with a ship and cargo handling with a vehicle passing through a movable bridge. JP-A-53-222
69, a quay crane is placed on the wharf of the port, a drainage temporary storage area, a storage area and a truck yard are provided in order adjacent to the quay crane, an overhead traveling crane is placed in the storage area, and a truck yard is placed on the track yard. There is disclosed a concept in which a crane is arranged to mainly carry out efficient handling of long objects. Japanese Patent Application Laid-Open No. 53-51896 discloses a concept in which even when harbor facilities are inadequate, a pusher is used to carry cargo to and from the land, and cargo is transferred from the pusher to a purge at sea. The purging is provided with a gantry type crane, and performs cargo handling between the purging and the pusher. The pusher is smaller and has a shallower draft than the purge, and has a crane for cargo handling at the quay.
Japanese Patent Application Laid-Open No. 6-298169 discloses a concept in which a cargo terminal floats on the sea in front of a quay, forms a canal between the quay and the ship so that the ship can enter the port, and carries out cargo handling from both sides of the berthed ship. I have.

[0007] Japanese Patent Application Laid-Open No. 6-298169 discloses a concept in which a plurality of containers are mounted on a self-propelled trolley, and the containers are delivered by reciprocating on a movable ramp suspended between a quay and a ship. ing. JP-A-6-298372, JP-A-9-150957, JP-A-9-156679, JP-A-10-45215, JP-A-10-175538 and JP-A-10-194463 disclose the use of a container crane for loading / unloading a container ship with a LO / LO ( A concept related to a container yard performed by a lift-on-lift-off method is disclosed. Japanese Patent Application Laid-Open No. 10-194461 discloses that a pontoon capable of landing on a dedicated domestic container ship floats close to a container yard, passes a belt conveyor to the stern of the domestic container ship via the pontoon, and transports the container. The concept of carrying out cargo handling is shown.

[0008]

At present, the modal shift from cargo transportation by truck to cargo transportation by sea using coastal vessels has not progressed as initially expected. This is probably because domestic transportation and port transportation business, which is inconvenient, time-limited, and subject to various restrictions compared to truck transportation, are being shunned in the market. However, there is a demand for an early reduction in the amount of carbon dioxide carried out by truck transportation in order to prevent global warming. In particular, at the Third Conference of the Parties (COP3) of the Framework Convention on Climate Change (FCCC) held in Kyoto in December 1997, the numerical target for Japan to reduce by 6% by 1990 from 1990 as a base year Have been agreed. In 1996, Japan's carbon dioxide emissions
Approximately 361 million tons (carbon equivalent), 1990
That is a 26% increase from the year. Since the transportation sector accounts for about 20% of the total emissions, the absolute carbon dioxide emission in the transportation sector is estimated to be 72 million tons. About 90% of them are emitted from cars and trucks. At present, there is little technical possibility to improve fuel efficiency of trucks, and it is considered difficult to improve fuel efficiency by strengthening exhaust gas regulations. In order to control carbon dioxide emissions, there is a need for a modal shift from freight transport by trucks, which consume huge amounts of energy and emit huge amounts of carbon dioxide, to freight transport by water using ships. high.

In the marine transportation modal shift proposed so far, the logistics base is fixed at the current position, and it is assumed that a conventional ferry or coastal ship is used as a ship to be used. It is believed that there is. On the other hand, innovative ideas such as technosuper liner have not been realized because there are many issues to be solved, such as receiving ports, large fuel consumption, and new high-speed cargo handling facilities.

[0010] Among the above-mentioned prior arts related to high-speed cargo handling, LO / L in which cargo handling between a ship and a quay is performed by a crane.
The O system is basically the same as the current cargo handling, and it cannot be expected to dramatically reduce the time. It is difficult to load and unload large and heavy containers in large quantities in a short time, even if cargo is handled by a self-propelled truck or conveyor.

[0011] It is an object of the present invention to provide a cargo transportation method capable of suppressing the amount of carbon dioxide emitted from land transportation such as trucks by utilizing water transportation using a ship and carrying out comprehensive and efficient transportation. It is to provide.

[0012]

According to the present invention, a cargo accommodated in a container can be loaded in an amount of 200 TEU or more.
A ship having a boat speed of 0 knots is sailed on a regular basis between ports designated in advance to carry water transport, and in each port, a container to be transported in one sailing by the time of arrival of the ship is To be collected and prepared by land transportation between
When the ship arrives at the port, the loading of the loaded containers and the loading of the prepared containers are performed by grouping a plurality of containers, and the containers are unloaded after the ships depart. This is a freight transportation method characterized in that the container is delivered to a destination by land transportation.

According to the present invention, the cargo accommodated in the container is loaded by 200 TEU or more in
Since a ship having a ship speed of ４０40 knots is made to sail on a regular basis, it is possible to carry out transportation between ports with the same arrival time as transportation by land truck. At each port, a container to be transported in one voyage until the ship arrives is prepared by land transportation between the port and the departure place, and when the ship arrives, the loaded containers are unloaded and loaded. Since the loading of the prepared containers is performed by grouping a plurality of containers, each container can be loaded and unloaded in a short time. Since the time required for loading and unloading containers is reduced, the ship can be operated efficiently. Since the time required for transportation is about the same as truck transportation, a modal shift from truck transportation is promoted and the need for mass transportation of trucks is eliminated,
Carbon dioxide emitted from many trucks can be reduced.

Further, in the present invention, the carrying out of the container from the ship and the carrying in of the container to the ship are carried out collectively.

According to the present invention, the unloading of containers and the loading of containers after the ship has arrived at the port are performed simultaneously, so that the loading and unloading of containers to and from the arriving ship can be performed in a short time. And efficient ship operation can be achieved.

In the present invention, the containers are accumulated on a barge navigable in each port, and the ship carries out and carries out the barge loaded with the containers while the hull is submerged below the water surface. The water transport between the ports is performed by floating the hull.

According to the present invention, a barge loaded with containers by a ship can be carried out and carried in a state where the hull is submerged below the water surface. Therefore, a plurality of barges are lifted and carried out like a rush ship. There is no need to carry out or carry in, and it is possible to carry out and carry out quickly.

In the present invention, the ship and the barge are:
Differential Global Positioning System (D-
It is characterized by maneuvering in each port while measuring the current position and height with GPS (GPS).

According to the present invention, the ship and the barge operate the ship in the harbor while measuring the current position and the height with the highly accurate differential global positioning system. The loading and unloading of the barge can be performed accurately.

In the present invention, the vessel may be configured such that a hull and a navigation engine are detachable, and in the preparation, a container is loaded only on the hull, and when the vessel arrives at a port, the navigation engine is separated. Attached to the hull for which container preparation has been completed and sailed to another port, the hull that has arrived and the navigation organization has been separated will be taken out of the loaded container and used for the next navigation. And preparing.

According to the present invention, the ship is configured such that the hull and the navigation engine are detachable, and the navigation engine mounted on the hull on which the containers are loaded carries the containers from one port to another port. In the meantime, make preparations to load containers only on the hull at the target port, disconnect the navigation engine from the hull after arriving at the port, mount it on the hull where preparation for container loading is completed, and immediately You can leave for another port. The navigation unit is mounted on the hull that is ready to sail away from the hull that has arrived and performs the next voyage, thus minimizing the overall time the ship stays in each port. it can.

Further, in the present invention, the vessel prepares containers at each port without a crew member, and when a vessel loaded with containers arrives from another port, the crew of the arriving vessel prepares the containers. Transfer to a port that has been completed and depart for another port, and carry out unloading of the loaded container and preparation for the next navigation for a vessel with no crew. Features.

According to the present invention, when a vessel loaded with a container arrives from one port to another port, a vessel loaded with a container is prepared at the port where the vessel has arrived, and the vessel departs immediately when a crew is transferred. And the limited occupants can be effectively utilized.

Further, the present invention is characterized in that the unloading of the containers from the ship and the transfer of the containers to the ship are performed by a roll-on roll-off (RO / RO) method and by grouping a plurality of containers. I do.

According to the present invention, the unloading and loading of containers are performed by a roll-on roll-off method, so that many containers can be quickly moved to perform high-speed cargo handling.

Further, in the present invention, the carrying out and carrying in of the container to and from the hull are performed by moving the hull in the width direction.

According to the present invention, the unloading and loading of the container is performed by moving the hull in the width direction, so that the container can be moved simultaneously in many places along the length direction, and the time required for unloading is carried out. Can be shortened.

In the present invention, at the port, both sides of the ship can be docked, and the container can be unloaded from one side of the ship to the quay, and the container can be loaded from the quay on the other side. It is characterized in that it is performed onboard.

According to the present invention, both sides of the ship are docked, the container is carried out from the inside of the ship to the quay on one side, and the container is carried into the ship from the quay on the other side. A tractor or the like that transports the container can carry the container in and out smoothly in one way from the other side of the hull to the one side.

Further, in the present invention, the carrying out and carrying in of the container to and from the hull are performed by moving the hull in the longitudinal direction.

According to the present invention, the unloading and loading of the container to and from the hull are performed by moving the hull in the longitudinal direction. Therefore, the containers are simultaneously moved in the lengthwise direction, and the unloading or loading is performed in a short time. Can be made.

In the present invention, the container is loaded in the vessel in a plurality of layers in the height direction, and the vessel is provided with:
The feature is that the draft depth is adjusted so that the level for loading and unloading matches the height of the quay.

According to the present invention, the ship adjusts the draft depth so as to match the height of the quay for unloading and loading of the containers loaded on the different tiers. Thus, it is possible to easily carry out and carry in the container between the floors of different heights in the ship.

Further, in the present invention, the container is divided into a plurality of layers in the height direction and stacked in the ship, and each port has a plurality of heights so as to conform to the height of the ship. Is provided.

According to the present invention, a container transfer path having a plurality of heights corresponding to the height of the level where containers are loaded by ships is provided on the harbor side, so that containers can be loaded and unloaded to a plurality of levels simultaneously. can do.

Further, in the present invention, the carrying out and carrying in of the container to and from the ship are performed while keeping the load balanced.

According to the present invention, when the container is carried out and carried in and out of the vessel, the load is balanced and, for example, when the container is carried out on one side in the width direction, the container is simultaneously carried out on the other side. Thus, the load on the hull can be prevented from becoming unbalanced, and the container can be quickly and reliably carried out and carried in with the quay.

Further, in the present invention, the ship is characterized in that, when the container is carried out and / or carried in, the inclination of the hull is adjusted so that the container can be easily moved.

According to the present invention, when the ship carries out and / or carries in the container, the inclination of the hull is adjusted so that the container can be easily moved, so that the heavy container can be quickly moved and required for cargo handling. Time can be reduced.

The present invention is characterized in that each port is provided with a collection / delivery facility that divides the contents of the container into small cargoes and distributes the collected small cargoes in the container.

According to the present invention, the contents of the container are divided into small cargoes in the vicinity of the harbor and distributed, and the collected small cargoes are stored in the container. It can be carried out.

[0042]

FIG. 1 shows the configuration of a boat used in a first embodiment of the present invention. In marine transportation, a container rack barge 2 is carried by a high-speed coastal ship 1. The container rack barge 2 serving as a barge can load a maximum of 500 20-foot (ft) containers 3.
FIG. 1A shows a state viewed from the side, and FIG. 1B shows a state viewed from the top.

FIG. 2 shows the basic concept of performing high-speed cargo handling with the system using the high-speed coastal ship 1 and the container rack barge 2 shown in FIG. Container yard 4 on the quay of the port
Have at least two container rack barges 2a, 2
A water channel 5 in which b can be moored and movable is provided. Container rack barges 2a, 2 moored in waterway 5
For b, the transfer crane 6 can load and unload the container 3.

FIG. 2 (a) shows a state in which the high-speed coastal ship 1 has arrived at the container yard 4, and the transported container rack barge 2a has been separated from the high-speed coastal ship 1 into the waterway 5 by itself. Is shown. A container rack barge 2b on which the loading of the container 3 has been completed is on standby in the waterway 5, and moves to a position where it can enter the high-speed coastal ship 1 as shown in FIG. In the container rack barge 2a that has arrived during this time, the loading and unloading of the container 3 by the transfer crane 6 proceeds. As shown in FIG. 2C, when the container rack barge 2b enters the high-speed coastal ship 1 by itself, the container 3 is loaded into the container rack barge 2a. As shown in FIG. 2D, when the high-speed coastal ship 1 containing the container rack barges 2b departs for another port, the container rack barges 2a having finished loading the containers 3 move to the next high-speed coastal ships. Wait until 1 arrives.

High-speed coastal ship 1 as shown in FIGS. 1 and 2
Utilization can promote a modal shift in freight transport between Kanto and Kansai, for example, as shown in FIG. It is estimated that there is a demand for cargo transportation of about 6,000 trucks daily between Kanto and Kansai. Due to this transportation, it is difficult to secure drivers, the environment around the road has deteriorated, and problems such as frequent traffic congestion and traffic accidents and an increase in road maintenance costs have become apparent. If 1.1 million TEU / year of transportation is carried out by high-speed coastal vessels, problems related to truck transportation will be solved, and furthermore, it will be possible to suppress carbon dioxide emission as described later.

FIG. 4 shows that the distance between Kanto and Kansai is about 60 days a day.
The grounds on which it is assumed that freight transportation for 00 vehicles is being carried out are shown. The traffic volume of the Tomei Expressway in FY 1994 was about 6,000 vehicles a day on average between Yokohama and Amagasaki. For example, if the modal shift was made to maritime traffic between Kobe Port and Yokosuka Port, the above-mentioned truck transport would be possible. The accompanying problems are eliminated.

FIG. 5 shows the basic concept of the transportation system capable of modal shift described above. The conditions for promoting a modal shift are to have the same convenience as truck transportation, high speed for next-day delivery, flexibility, low price, and low carbon dioxide emissions. For this purpose, high-speed regular flights in a specific section are desirable, and the development of high-speed coastal vessels, the design of corresponding ports, the development of high-speed cargo handling systems, and simple port regulations are required. Particularly for high-speed coastal vessels, it is necessary to increase the speed and reduce the amount of carbon dioxide emission sufficiently compared to truck transport, and it is necessary to estimate the amount of carbon dioxide emission. It is also important what kind of concept a high-speed coastal ship is built. In addition, in ports and cargo handling systems, it is necessary to construct a new high-speed cargo handling system that can complete cargo handling in a short time.

FIG. 6 shows a calculation result of operation data when a high-speed ship is operated between Kobe and Yokosuka (610 km). If the boat speed is 35 knots, the voyage time is 10 hours, the cargo handling time is 2 hours, the total time is 12 hours, and one round trip voyage is possible in one day, and regular operation is possible.

FIG. 7 shows a graph of 500 according to the calculation result of FIG.
An example of the operation state when two high-speed coastal vessels of TEU are operated is shown. On the other hand, FIG. 8 shows an example of the operating state per vessel when a 500 TEU coastal vessel is operated at a boat speed of 25 knots. Since the voyage time is 13 hours and the cargo handling time is 3 hours, which requires a total time of 16 hours, it is difficult to carry out an efficient scheduled operation. If you try to operate on time, you will have to wait.

FIG. 9 shows that Mr. Nishikawa held the 3rd international Marine Engineer in November 1996 in Shanghai, China.
ng Conference, `` Improvements of Transport E
nergy Performance of Ferry and Container Ships in
This section shows the relationship between the power, speed and displacement of container vessels and roll-on roll-off vessels announced as These20years, o-2-1. The relational expression of Ps / (Nc · V) = Wt can be derived from FIG. Here, Ps = engine output, Nc is the number of loaded containers (TEU), V is the ship speed (km / h), and Wt is the displacement (tons).
The engine output Ps is set to 10 when the ship speed V is 20 to 25 knots.
000, engine output P when ship speed V is 30-35 knots
Assuming that s is 12,500, Ps / (Nc · V) is 0.4
It becomes the range of 0.7. Here, Ps / (Nc · V) =
Assume 0.5. The carbon dioxide emission is calculated by the following first equation. Carbon dioxide emission T = Ps · h × SFC (specific fuel consumption per horsepower) × D (operating distance) × 0.818 / (Nc · V) (1)

Using the first equation, the interval between Kobe and Yokosuka (D = 6)
55km) Calculating the amount of carbon dioxide carried out per 20 ft container in transportation, 20 for a ship speed of 16 knots
~ 50kg-C, 30-60k for 20 knots
g-C, 40-85kg-C at 25 knots,
In the case of a ship speed of 30 knots, 45 to 100 kg-C, the ship speed is 3
In the case of 5 knots, it can be calculated as 50 to 120 kg-C. Therefore, at a boat speed of 35 knots, 20f
When the t container is transported by sea, it can be estimated that a maximum of 120 kg-C of carbon dioxide gas is emitted.

On the other hand, the amount of carbon dioxide discharged at 640 km between Kobe and Yokosuka by land transportation by truck is calculated according to the following equation (2). Ttruck = 640 / 2.75 (km / km / liter) × 0.7121 (kg-C / liter) × 2 (= 20 tons / 10 tons) = 331.5 (2)

That is, the fuel efficiency in the average running of a 10-ton truck is 2.5 to 3.0 km / m (light oil),
Since the average carbon dioxide emission of light oil is 0.7212 kg-C / liter, if a 20-ton (20 ft) container is transported by truck over the land distance between Kobe and Yokosuka equivalent to 640 km, it will be 331. 5kg-C /
TEU (640 km) of carbon will be emitted as carbon dioxide.

Therefore, when the current truck transport is modally shifted to coastal vessels, 331.5 per TEU
-120 = 211.5 kg-C leads to reduction of carbon dioxide gas in terms of carbon. This means that the carbon dioxide emission can be reduced to about 50%. As mentioned above, the average daily number of trucks between Kansai and Kanto is estimated to be about 6,000 round trips per day, so all 6,000 trucks equivalent to 10 ton trucks are modal for domestic shipping. Assuming that the shift has occurred, the amount of carbon dioxide emission can be reduced as in the following equation (3). Carbon dioxide emission reduction = 211.5kg-C / TEU x 6000/2 x 365 days = about 230,000 tons ... (3)

It is considered that about 230,000 tons calculated by the third equation contributes about 0.25% to the above-mentioned carbon reduction target of 91 million tons. The 230,000 tons reduction in carbon dioxide gas is equivalent to about 270,000 tons (about 1.73 million barrels) when calculated back to crude oil equivalent.

FIG. 10 shows a configuration of a high-speed coastal ship 1 and a container rack barge 2 according to a second embodiment of the present invention. The high-speed coastal ship 1 has a guide rail 10 so that it can enter the container rack barge 2. The container rack barge 2 has a fountain port 11, and is capable of navigating in a harbor by itself, for example. The high-speed coastal ship 1 and the container rack barge 2 are equipped with a differential type global positioning system (D-GPS) 12 so that the current position and altitude can be accurately measured. When the container 3 is loaded on the container rack barge 2, the height of the uppermost surface of the container 3 can be measured by the D-GPS 12. High-speed coastal vessel 1 has container rack barge 2
When carrying in and carrying out, the buoyancy is adjusted so that the portion of the guide rail 10 sinks below the water surface and the container rack barge 2 can smoothly enter and leave.
When the container rack barge 2 is accommodated in the high-speed coastal ship 1, the high-speed coastal ship 1 floats and travels between ports at high speed.

FIG. 11 shows a schematic procedure of maneuvering when the container rack barge 2 is accommodated in the high-speed coastal ship 1 shown in FIG. In step s1, a radio wave from the GPS receiver is received, and in step s2, the current position and height are detected in accordance with the D-GPS12 system. In step s3, the position between the high-speed coastal ship 1 and the container rack barge 2 is confirmed. In step s3, the relationship between the positions of the four corners of the container rack barge 2 and the position of the high-speed coastal ship 1, which is the mother ship, is confirmed. In step s5, an optimal operation route for the container rack barge 2 to enter the high-speed coastal ship 1 is set. In step s6, the engine output and rudder are adjusted, and in step s7, operation is performed according to the adjustment. Hereinafter, the procedure from step s3 is repeated until the container rack barge 2 is accommodated in the high-speed coastal ship 1. Note that D
-The error correction signal required for the GPS 12 is generated on the port side where the exact position has already been measured.

FIG. 12A shows a state in which the container rack barge 2 loaded with the containers 3 in the embodiment of FIG. 1 or FIG.
(B) shows a state in which the container rack barge 2 is pulled up or pulled into the sunken high-speed coastal ship 1 using the wire rope 13. In this embodiment, when the high-speed coastal ship 1 arrives at the port, all containers can be collectively carried out and carried in units of the container rack barge 2 loaded with the containers 3, and the time required for cargo handling is reduced. Can be shortened. In addition, while the container rack barge 2 is accommodated in the high-speed coastal ship 1 and sailing, it is possible to remove seaweed, shellfish and the like adhering to the bottom of the container rack barge 2 or the like.

FIG. 13 shows the configuration of a boat according to a third embodiment of the present invention. In the high-speed coastal ship 21 which is the ship of the present embodiment, the navigation engine unit 22 and the hull 23 are separable,
The navigation unit 22 and a plurality of hulls 23 are combined, and movement between ports is performed as a high-speed coastal ship 21, and the loading of the container 3 on the hull 23 is completed on the port side during the movement. When the high-speed coastal ship 21 arrives at the harbor, the cruise engine unit 22 separates from the hull 23, joins the hull 23 where the loading of the container 3 has been completed, and immediately sails to another harbor.
The container 3 loaded on the hull 23 that has arrived is unloaded by cargo handling after departure, and the container 3 is loaded until the next high-speed coastal ship 21 arrives. As described above, the time during which the high-speed coastal ship 21 stays in the port can be shortened, so that efficient operation can be realized.

Further, instead of replacing the navigation engine unit 22,
It is also possible to prepare a plurality of ships for one set of crew members, and to reduce the time that a high-speed coastal ship stays in a port by replacing crew members. For freight customers, it is important that freight be transported on time, even over relatively long distances in the same time as conventional trucking, and the number of vessels to be transported is a matter of transportation cost. If standardized vessels can be purchased relatively inexpensively, it may be profitable to replace crew.

FIG. 14 shows an outline of a high-speed cargo handling system according to a fourth embodiment of the present invention. In the present embodiment, a high-speed coastal ship 31 enters a multi-level cargo handling pier 30 and performs high-speed cargo handling using both sides by a roll-on roll-off system. The high-speed coastal ship 31 has a bulkhead in a bulkhead similar to a multi-story parking garage, and a tractor 32 loads a chassis 33 loaded with containers 3 from, for example, port side, and disembarks from starboard side. When the container 3 is carried in, the chassis 33 is separated from the tractor 32 in the hold, and only the tractor 32 returns to the container yard 34 provided on the base end side of the multi-level cargo handling pier 30. When the container 3 is carried out, only the tractor 32 moves to the head of the chassis 33 transported in the hold,
The chassis 33 is towed, pulled out of the hold to the starboard-side multi-level cargo handling pier 30, and transported to the container yard 34.

The container yard 34 is provided with a transfer crane 35 for moving the container 3 to and from the container yard 37 on the port quay 36. High-speed coastal ship 31
The containers 3 to be loaded during one transportation are collected in the container yard 37 on the harbor quay 36 side and transferred by the transfer crane 35 onto the chassis 33 of the container yard 34 on the multi-level cargo handling pier 30 side. It is towed by the tractor 32 and transported into the hold. The container 3 arriving by the high-speed coastal ship 31 is placed on the chassis 33 and is pulled out by the tractor 32. In addition, a guide for guidance may be provided on the traveling route of the chassis 33.

In this embodiment, in order to carry out cargo handling within, for example, two hours, a chassis 33 on which containers 3 are loaded on a plurality of levels is accommodated in a hold, like a multi-story parking lot.
In order to store the containers 3 in the hold at a high density, the chassis 33 is designed to be low, and is loaded with the containers 3 stacked in a plurality of stages. In order to speed up cargo handling, cargo handling is performed simultaneously on multiple layers. At this time, in order to balance the loads, it is preferable that, for example, when cargo handling is performed on the bow side in the upper hierarchy, cargo handling on the stern side is performed in the lower hierarchy. Note that the cargo handling method as in this embodiment is
The container rack barge 2 of the embodiment of FIGS. 1 and 10
And the high-speed coastal ship 21 of the embodiment of FIG.

FIG. 15 shows, as a fifth embodiment of the present invention, a structure related to a high-speed coastal ship 41 which carries out loading and unloading in a roll-on roll-off manner by berthing on a multi-level pier 40 on one side. Portions corresponding to the embodiment of FIG. 14 are denoted by the same reference numerals, and redundant description will be omitted. Multi-level pier 40
In the example, a plurality of runways 42, 43, and 44 are provided for each layer. FIG. 15A shows a tractor 32 similar to FIG.
Shows a mode in which the container 3 is transported by pulling the chassis 33 on which the container 3 is loaded. FIG. 15B shows a form in which tractors 32 are attached to the front and rear of one chassis 33 and the tractor 32 is conveyed by pulling and pushing.

In FIG. 15A and FIG. 15B, the front tractor 32 is separated just before entering the high-speed coastal ship 41, comes off the carrying route, and returns to the container yard. The ship can be pulled in with a chain or runway 4
2, 43 and 44 are inclined so that they enter the ship by their own weight. On the high-speed coastal ship 41 side, the hold is inclined by the ballast adjustment, and the chassis 33 is easily moved. In FIG. 15B, the chassis 33 is pushed into the hold by the tractor 32 further rearward, so that the container 3 can be easily moved.
Can be carried in. Also, the cargo handling system as in the present embodiment is described in FIGS.
13 can be applied to the container rack barge 2 of the embodiment and the high-speed coastal ship 21 of the embodiment of FIG.

FIG. 16 shows an outline of a high-speed cargo handling system according to a sixth embodiment of the present invention. In this embodiment, the container 3 is carried out / in from the stern direction of the container 3 from the multi-layer container yard 50 to the high-speed coastal ship 51 having a multi-layer hold in the bulkhead. A traveling path 53 between the high-speed coastal ship 51 and the quay 52
, The plurality of chassis 33 are connected, and the tractor 32 can transport the chassis efficiently. In order to carry out the cargo handling at a high speed, the tractor 32 may be retracted into the hold of the high-speed coastal ship 51 together with the chassis 33 and transported between the ports in a connected state. If the tractor 32 is separated and taken out of the hold, the required number of tractors 32 can be reduced, and the loading efficiency of cargo in transportation between ports can be increased.

FIG. 17 shows an outline of a high-speed cargo handling system according to a seventh embodiment of the present invention. In this embodiment, the stern of the high-speed coastal ship 51 cannot be attached to the quay 52 as in the embodiment of FIG.
In addition, the container 3 is unloaded from the stern. Therefore, a traveling path 53 between the quay 52 and the stern is provided so as to protrude from the quay 52. A guide 53a for guidance is provided on the traveling path 53. Note that the vertical movement in the multi-layer system can be performed using a lift, a crane, a ramp, or the like.

The chassis 33 of the embodiment shown in FIGS.
Is smaller than the wheel diameter of a trailer or the like for transporting the container 3 by land transportation. by this,
The height of the cargo bed on which the chassis 33 places the container 3 can be reduced, and the effective space occupancy of the cargo in the high-speed coastal ship 51 can be increased. By using the chassis 33 having a reduced wheel diameter, more containers 3 can be stored in the high-speed coastal ship 51 in a state of being loaded on the chassis 33, and the speed of loading and unloading the containers 3 can be increased. . Furthermore, if the tractor header 32 is downsized and the tractor header 32 connected at least in the middle of the chassis 33 is stored together with the chassis 33 in the high-speed coastal ship 51, the speed of loading and unloading can be further increased.

FIG. 18 shows a state in which the containers 32 are loaded on the high-speed coastal ship 51 in the upper deck 54 and the hold 55 in the embodiments of FIGS. FIG. 18A shows a state in a side view, FIG. 18B shows a state in a plan view of the upper deck 54, and FIG. 18C shows a state in a plan view of the inside of the hold 55. The containers 3 are grouped in a state of being stacked in two rows and arranged in two rows, and four containers are transported simultaneously. On the upper deck 54, three rows of nine groups are arranged horizontally. In the hold 55, three rows of 12 groups are arranged horizontally. In the upper deck 54, 4 × 9 × 3 = 108
In the individual holds 55, 4 × 12 × 3 = 144 containers 3 can be loaded, for a total of 252 (TEU).

If it is assumed that the cargo handling is completed in one hour (60 minutes), the carry-out and carry-in of the hold 55 having many
Since it is necessary to perform 36 times for each unit, a total of 7
Two times, it is necessary to move in 60 minutes / 72 = 50 seconds. If a plurality of units are moved together, the time required for the movement can be doubled. For example, if 6 units are moved together, it can be used up to 5 minutes at a time.

FIG. 19 (a) shows a state in which the tractor 32 is connected to the head, middle, or tail of the row of the chassis 33 and is carried in the embodiment of FIGS.
At the time of loading into the hold, the leading and trailing tractors 32
Is separated from the chassis 33. Middle tractor 32
Can be connected as they are. When fixed in the hold, use cell guides on the left and right, and use dampers on the front and rear. As shown in FIG. 19 (b), when carrying out from the hold, the tractor 32 is collectively connected to the head of the row of the chassis 33. When the cargo in the container 3 is for courier service and is further distributed to small cargo, a courier service is provided in a multi-layer container yard, and the connected chassis 33 are sequentially collected and delivered by the courier service. At the place.

FIG. 20 shows an outline of a high-speed cargo handling system according to an eighth embodiment of the present invention. In the present embodiment, a cargo handling area 63 is provided in a container yard of a quay 62 where a high-speed coastal ship 61 berths. In the handling area 63, the container 3
Forklifts, slides, belt conveyors, etc. are prepared according to the contents of the cargo from the end, and the small cargo is immediately transshipped to the delivery vehicle 64. When carrying in the cargo, the cargo collected by the delivery vehicle 64 is stored in the container 3.

The contents of the container 3 are exchanged in a state where the container 3 is loaded, for example, on the cart 65 in the loading area 63, and the container 3 moves sideways. The tractor 32 is attached to the front and rear of the bogie 65 in the longitudinal direction and can be moved. When the leading tractor 32 enters the hold of the high-speed coastal ship 61, the leading tractor 32 is disconnected and connected behind the trailing tractor 32. Thereafter, the bogie 65 is pushed into the hold by the two tractors 32, and after the pushing is completed, the tractor 32 is moved to the bogie 65.
Move away from In addition, if each container 3 is individually placed on a cart, it is possible to easily turn a curve or the like.

FIG. 21 shows a container 70 according to a ninth embodiment of the present invention, the side of which can be opened and closed by a wing method or the like.
Shows a state in which cargo is picked up and delivered using. Each handling area 71
Is used by the shipper of the container 70 to put on the delivery vehicle 64 and collect and deliver the cargo. Since the connection order of the containers 70 varies depending on the day, the user of the individual cargo handling site 71 receives a notification from the shipping carrier and determines the position where the delivery vehicle 64 is put on. Even if the side can be opened and closed, the cargo can be handled at high speed.

In each of the embodiments described above, high-speed freight transportation by sea transportation using a coastal ship is possible.
The most important factor in achieving a modal shift away from truck freight is economic costs. In logistics, transportation modes, selection of nodes, and locations of distribution bases are important factors in overall planning.

FIG. 22 shows trial calculation conditions for a model for comparing land transportation and sea transportation by cost. The land length in road transportation from the cargo origin 80 to the cargo landing 81 is D ₀ , and the distance from the cargo origin 80 to the port 82 is D.
_1, the ferry route length from port 82 to a target Port 83 S, the distance from the target Port 83 to the cargo landing 81 and D _2. In order to compare the cost of truck transportation with the transportation after modal shift, the relationship between the road distance between terminals and the length of the ferry route is necessary. Here, Mr. Matsuo in 1996
26 of the Transactions of the Nautical Society of Japan, published in March 1994
According to have announced to page 3, second, 271 pages "reduce domestic liquidity change and the social cost of outside貿貨products due to the use of regional ports", D ₀ <S = 1.75D ₀ At 500km, 500k
_{m ≦ D 0 <S = 1.30D} 0 At 1100 km, 110
For 0 km ≦ D ₀ <1300 km, an example in which S = 0.85D ₀ is divided and approximated is referred to.

FIG. 23 is a research report of the Japan Earthquake Disaster Study Group, No. 2, pages 24 to 4 issued by Kobe University of Mercantile Marine in January 1997.
It is a distribution map of domestic machine factories quoted from "Basic research on relocation of domestic enterprises for mitigating industrial hollowing out" described on page 3. FIGS. 23A, 23B, and 23C show Kansai, Nagoya, and Kanto, respectively. The circle in the figure indicates a range with a radius of 50 km centering on Kobe Port, Nagoya Port, and Yokosuka Port. It can be seen that the machine factories are distributed considerably inland, and that D ₁ + D _{2 in} FIG.
It can be seen that the distance should be set to about 0.70 km.

FIG. 24 shows the relation between the ferry and truck fare when transporting a 10-ton vehicle and the transport distance.
The ferry fares are based on pages 1 to 90 of the "Freight and Fares" published by Kotsu Japan in 1995, and the truck fares are issued by the Kinki Transport Bureau. "Car handling fare and quick reference table" is used as data. Ferry fare is 10m
Those for less than 10 ton cars were adopted. Truck fares can be approximated by almost straight lines except near the origin. Since ferry fares vary widely, a tiered upper limit is used for the calculated fare.

FIG. 25 shows a comparison between the estimated fare for a modal shift of a 10-ton car to ferry transport and the fare for truck transport with S = 1.30D ₀ . S =
If 0.85D ₀ , the modal shift becomes more advantageous, but it is also found that it is difficult to make a profit with the modal shift at S = 1.75D ₀ . Also, D ₁ + D ₂ =
It can also be seen that the modal shift cost is the lowest if the cargo origin 80 and the cargo landing 81 are moved to the port. Price difference between ports and inland is 3-4
It is 10,000 yen / time, which is quite large.

FIG. 26 is a view showing a state in which a cargo origin 80 is moved to a cargo landing 81.
Assuming that the transportation is performed via the distribution bases A _L and B _L when transporting to the destination, conditions for calculating the effect of the movement of the distribution base on the transportation are shown. For a modal shift, transportation costs are lower when the logistics bases A _L and B _L are located in ports A _S and B _S. For sea transportation, ports A _S and B _S
The transport distances from the logistics bases A _L , _BL to the logistics bases A _L , B _L are a ₁ , b _1, and the transport distances from the logistics bases A _L , _BL and the ports _AS , _BS to the cargo origin 80 and the cargo landing 81 are a _2. , B ₂ ; a ₃ ,
When b _3, it becomes _{a 1 + a 2> a 3} , b 1 + b 2> b 3 is apparent, to move the distribution base in harbor, it is found that preferable from the viewpoint of promoting modal shift.

Although most major cities in the country have ports, production bases are located in the suburbs in search of cheap land prices. Logistics bases for trucking are generally located near highway interchanges that run inland. Because the port is located near the city center, transportation from the production base or distribution center to the port requires passing through the city center. For this reason, even if a modal shift is promoted, traffic congestion and environmental problems in cities will not necessarily be solved.
Therefore, it is recognized that it is necessary to integrate a production base or a distribution base with a port.

In the modal shift, the cost and
It is also important to reduce carbon dioxide emissions. Therefore, for the above-mentioned Techno Super Liner (TSL), carbon dioxide emission was estimated from the engine output described on page 23 of "This is TSL" published by Nihon Kaiji Shimbun, and the following 4th was calculated. It becomes as shown in the formula. TSL carbon dioxide emissions = 180g fuel (light oil) (horsepower / hour) x 100,000 horsepower x 640km (50kt x 1.852) / 1000 (g → kg) x 0.86 (carbon content in fuel ) ÷ 150 TEU = 713.2 kg-C / TEU (4)

That is, in the case of the transportation of the technosuper liner, the amount of carbon dioxide emission is twice as large as that of the truck transportation, and it is understood that it does not contribute to the suppression of carbon dioxide emission. FIG.
Shows the relationship between each ship speed including TSL and the estimated value of carbon dioxide emissions. From this figure, it can be seen that even in the case of transportation using a coastal ship, the effect of suppressing carbon dioxide gas is lost when the ship speed exceeds about 40 kt (knots). Therefore, the ship speed 4
Basic design of a coastal vessel for modal shift at 0 kt or less should be done.

[0084]

As described above, according to the present invention, it is possible to promote a modal shift in which land transportation by truck or the like is shifted to water transportation using a ship, thereby suppressing the total amount of carbon dioxide emission. Due to the modal shift, it is difficult to secure drivers, which is becoming a problem in truck transport,
Problems such as deterioration of the environment around the road, traffic congestion, frequent occurrence of traffic accidents, and an increase in road maintenance costs can be solved.

Further, according to the present invention, since the containers are collectively carried out of the ship or carried into the ship, the time required by the ship for loading and unloading in the port can be reduced, and the efficiency can be increased over a relatively long distance. Regular scheduled operation can be performed.

Further, according to the present invention, it is possible to carry out and carry in a lump with containers transported by a ship loaded on a barge. Since loading and unloading of containers to and from the barge can be performed using the facilities of the conventional container yard and the like, the facilities of the conventional container yard can be utilized, and the cargo can be efficiently unloaded on the high-speed ship.

According to the present invention, since the barge and the ship operate the ship while measuring the current position and the height using the global positioning system of the differential system, the ship can be accurately and quickly carried out and carried out. For maneuvering.

Further, according to the present invention, the hull is separated from the navigation engine, the navigation engine is switched, and the hull for which the preparation of the container to be loaded is completed is started toward another port. As a result, the time required for loading and unloading containers can be shortened as a result.

Further, according to the present invention, there is provided a vessel in which the loading of containers has been completed while waiting at a port by replacing crew members;
It is possible to exchange between vessels that have loaded and mounted containers in the harbor, and to make efficient use of crew members for efficient transportation.

Further, according to the present invention, a plurality of containers are put together, and the cargo is carried out and carried in / out of the containers in a roll-on-roll-off manner. It is possible to carry out cargo handling at high speed.

According to the present invention, the loading and unloading of containers can be quickly performed in the width direction of the hull.

Further, according to the present invention, since the container is carried in from the quay into the hull and the container is carried out from the hull to the quay side, the movement of the containers on the ship is aligned in the same direction and is confused. Quick loading and unloading of containers can be performed in a short time without any problems.

Further, according to the present invention, since containers are carried out and carried in the length direction of the ship, it is easy to carry out and carry in many containers at the same time, and the time required for cargo handling is reduced. The efficient operation of the ship can be made possible.

Further, according to the present invention, since the ship adjusts the draft depth so that each layer is adapted to the height of the quay, the containers loaded in the height direction are separated from each other. It is possible to carry out and carry in containers at high speed.

Further, according to the present invention, in response to the ship loading containers at a plurality of levels, the quay side also has a plurality of levels of container transfer adapted to the height of each level. Since a path is provided, if a container is carried out and carried in at a plurality of heights at the same time, it is possible to shorten the cargo handling time.

Further, according to the present invention, the load is balanced when the vessel is unloaded and loaded, so that the container can be moved in a stable posture, and the seam between the quay and the container loading portion of the vessel can be moved. In such a case, the container can be stably moved.

Further, according to the present invention, the hull can be tilt-adjusted,
Since assistance can be provided when the container is unloaded and / or loaded, the container can be moved quickly.

Further, according to the present invention, the distance of land transportation of containers can be shortened, and small cargo can be efficiently collected and delivered.

[Brief description of the drawings]

FIG. 1 is a high-speed coastal ship 1 according to a first embodiment of the present invention.
FIG. 2 is a side view and a plan view showing a combination of a container rack barge 2 and a container rack barge 2.

FIG. 2 is a simplified plan view showing the basic concept of high-speed cargo handling using the combination of FIG.

FIG. 3 is a simplified map showing a target area where a modal shift is expected when the high-speed coastal ship 1 shown in FIGS. 1 and 2 is used.

FIG. 4 is a graph serving as a basis for estimating traffic volume between Kanto and Kansai.

FIG. 5 is a diagram showing a concept of a transportation system capable of modal shift.

FIG. 6 is a chart showing calculation results when a high-speed coastal ship is operated between Kobe and Yokosuka.

FIG. 7 is a diagram showing a state in which two 35 knot high-speed coastal vessels are operated according to the calculation results of FIG. 6;

FIG. 8 is a diagram showing an operation state of one of the three ships operating a 25 knot high-speed coastal ship in accordance with the calculation results of FIG.

FIG. 9 is a graph showing a relationship between a power, a ship speed, a displacement, and the like for a container ship and a roll-on roll-off ship.

FIG. 10 is a perspective view showing a schematic configuration of a high-speed coastal ship 1 and a container rack barge 2 according to a second embodiment of the present invention.

11 is a flowchart showing a procedure in which the container rack barge 2 shown in FIG. 10 enters the high-speed coastal ship 1. FIG.

12 is a perspective view showing a state where the container rack barge 2 is accommodated in the high-speed coastal ship 1 in the embodiment of FIG. 1 or FIG. 10, and a simplified plan view showing a state where the container rack barge 2 is pulled up and pulled out. is there.

FIG. 13 is a simplified side view showing the configuration of a boat according to a third embodiment of the present invention.

FIG. 14 is a simplified plan view showing an outline of a high-speed cargo handling system according to a fourth embodiment of the present invention.

FIG. 15 is a simplified side view showing an outline of a high-speed cargo handling system according to a fifth embodiment of the present invention.

FIG. 16 is a simplified side view showing an outline of a high-speed cargo handling system according to a sixth embodiment of the present invention.

FIG. 17 is a simplified plan view showing an outline of a high-speed cargo handling system according to a seventh embodiment of the present invention.

FIG. 18 is a side view and a plan view showing a state where containers 3 are loaded on the upper deck 54 and the hold 55 in the embodiment of FIGS. 16 and 17;

FIG. 19 shows a tractor 32 according to the embodiment of FIGS. 16 and 17;
FIG. 7 is a simplified side view showing a state in which the vehicle is connected to the beginning, the middle, or the tail of the chassis of the chassis 33 and is carried in;

FIG. 20 is a simplified plan view showing an outline of a high-speed cargo handling system according to an eighth embodiment of the present invention.

FIG. 21 is a simplified plan view showing a state in which cargo is picked up and delivered using a container 70 whose side can be opened and closed as a ninth embodiment of the present invention.

FIG. 22 is a diagram showing conditions for cost estimation for realizing a modal shift in each embodiment of the present invention.

FIG. 23 is a diagram showing a factory distribution on which the relationship between D1 and D2 is set in FIG. 22;

FIG. 24 is a graph showing a comparison between fares for trucking and ferry transportation required for calculating costs according to FIG. 22 with respect to transportation distances.

FIG. 25 is a graph showing a comparison of costs when performing truck transport and ferry transport under the conditions of FIG. 22;

26 is a diagram showing that it is necessary to move a distribution base or the like based on a result of the trial calculation according to FIG. 22;

FIG. 27 is a graph showing a relationship between a ship speed and a calculated carbon dioxide emission amount in each embodiment of the present invention.

[Explanation of symbols]

 1,21,31,41,51,61 High-speed coastal ship 2,2a, 2b Container rack barge 3,70 Container 4,34,37 Container yard 5 Waterway 6,35 Transfer crane 12 D-GPS 22 Navigation engine unit 23 Hull 30, 40 Multi-level cargo handling pier 32 Tractor 33 Chassis 38 Guide 42, 43, 44 Runway 50 Multi-layer container yard 52, 62 Quay 63 Handling area 64 Delivery vehicle 65 Truck 71 Handling area

Continuing on the front page (72) Inventor Kenji Ishida 1-7-3, Fukae Minamicho, Higashinada-ku, Kobe City, Hyogo Prefecture (72) Inventor Hiroyuki Mizukami 1-2-5 Minatojima Minamicho, Chuo-ku, Kobe City, Hyogo Prefecture New Industrial Creation Foundation F-term in the Research Organization (reference) 3F077 AA02 BA03 BA07 EA19 EA28 EA29

Claims (15)

[Claims] Claims 1. A cargo housed in a container is
A ship capable of carrying U or more and having a ship speed of 30 to 40 knots is sailed on a regular basis between ports designated in advance to carry water transport. At each port, one sailing is carried out until the ship arrives. Containers to be transported by land are collected and prepared by land transportation between the port and the departure place, and when the ship arrives at the port, the unloading of the loaded containers and the removal of the loaded containers are performed. Cargo transporting is carried out by grouping a plurality of containers each, and after departure of the vessel, the container carried out of the vessel is delivered to a destination by land transportation. 2. The freight transportation method according to claim 1, wherein the carrying out of the container from the ship and the carrying in of the container to the ship are performed collectively. 3. The container is accumulated on a barge navigable in each port, and the ship carries out and loads a barge loaded with containers while the hull is submerged below the water surface. The freight transportation method according to claim 2, wherein the water transportation between the ports is performed by floating the water. 4. The ship and the barge maneuver in each port while measuring a current position and a height by a differential type global positioning system (D-GPS). The freight transportation method according to claim 3, wherein 5. The vessel has a detachable hull and a navigation engine, and in the preparation, the container is loaded only on the hull, and when the vessel arrives at the port, the navigation engine is separated to prepare the container. To the other port, and to the hull where the cruise engine arrived and the navigational agency was separated, carry out the loaded containers and prepare for the next navigation. The method according to claim 2, wherein the method is performed. 6. The vessel prepares containers at each port without a crew, and when a vessel loaded with containers arrives from another port, the crew of the arriving vessel finishes preparing the containers. Transfer to a port and transfer to another port, and carry out unloading of the loaded container and preparation for the next navigation for a vessel with no crew. The freight transportation method according to claim 2, wherein 7. The unloading of containers from the ship and the loading of containers into the ship are performed by roll-on roll-off (RO).
2. The freight transportation method according to claim 1, wherein containers are grouped by a plurality of containers in a (RO) system. 8. The freight transportation method according to claim 7, wherein carrying out and carrying in of the container to and from the hull are performed by moving the hull in a width direction. 9. In the harbor, both sides of the ship can dock, the unloading of the container is performed from the inside of the ship to the quay on one side, and the transfer of the container is performed from the quay to the ship on the other side. 9. The freight transportation method according to claim 8, wherein the transportation is performed. 10. The freight transportation method according to claim 7, wherein the unloading and loading of the container to and from the hull are performed by moving the hull in the longitudinal direction. 11. The container is loaded in the vessel divided into a plurality of levels in the height direction, and the vessel adjusts a draft depth so that a level at which the container is carried in and out is adjusted to the height of the quay. The freight transportation method according to any one of claims 7 to 10, wherein: 12. The container is divided into a plurality of layers in the height direction and stacked in the ship, and each port has a plurality of container heights so as to match the height of the ship. The freight transportation method according to any one of claims 7 to 10, wherein a transfer path is provided. 13. The freight transportation method according to claim 7, wherein the unloading and loading of the container to and from the vessel are performed while balancing the load. 14. The ship according to claim 1, further comprising:
The cargo transport method according to any one of claims 7 to 13, wherein at the time of carrying in, the inclination of the hull is adjusted so that the container is easily moved. 15. A collection / delivery facility for distributing the contents of a container into small cargoes and storing the collected small cargos in the container at each port. 15. The cargo transportation method according to any one of 14.