JPH0322357B2

JPH0322357B2 -

Info

Publication number: JPH0322357B2
Application number: JP50114382A
Authority: JP
Inventors: Teremachusu Nikorasu Garateisu
Original assignee: MEIN PIITAA SUTEFUAN
Current assignee: MEIN PIITAA SUTEFUAN
Priority date: 1982-01-25
Filing date: 1982-03-31
Publication date: 1991-03-26
Also published as: JPS58500558A; JPS58501007A; JPS59500809A; JPS58500968A; JPS58501583A

Description

[Brief explanation of drawings]

第１図は本発明による輸送船の側面図である。第２図は第３図の矢指線−に沿つた断面を
示す輸送船の部分的水平断面図である。第３図は第２図の矢指線−に沿つた断面を
示す横断面図である。第４図は第３図に相当する横断面図であるが、
その詳細のいくらかを省略して格納位置に配列し
た１列のはしけを示すものである。第５図は格納位置に定置した複数のはしけと共
にはしけ格納線を示す詳細な斜視図である。第６図は輸送船内のはしけ取扱い設備を示す詳
細な斜視図である。第７図は本発明による別の輸送船を示す横断面
図である。第８図は本発明による第３輸送船の一部を絵画
的に示す略図である。第９図と第１０図は代表的なはしけを示す夫々
側面図と平面図である。第１１図ははしけ直立機構の略図である。１〜６……船倉、７〜１１……隔壁、１２，１
３……バラストタンク、１６，１７……ハツチ、
２２……台車、２５……運搬車、２９，３０……
ワイヤケーブル、３２〜３９……運搬車軌道、４
２，４３……案内軌条。 FIG. 1 is a side view of a transport vessel according to the invention. 2 is a partial horizontal sectional view of the transport ship taken along the arrow line - in FIG. 3; FIG. 3 is a cross-sectional view taken along the arrow line - in FIG. 2. FIG. Fig. 4 is a cross-sectional view corresponding to Fig. 3;
1 shows a row of barges arranged in a storage position with some of the details omitted. FIG. 5 is a detailed perspective view showing a barge storage line with a plurality of barges positioned in a storage position. FIG. 6 is a detailed perspective view of the barge handling equipment within the transport vessel. FIG. 7 is a cross-sectional view of another transport vessel according to the invention. FIG. 8 is a pictorial diagram of a portion of a third transport vessel according to the invention. Figures 9 and 10 are a side view and a top view, respectively, of a typical barge. FIG. 11 is a schematic diagram of the barge uprighting mechanism. 1-6...Hold, 7-11...Bulkhead, 12,1
3...Ballast tank, 16,17...Hatsuchi,
22...Dolly, 25...Transporter, 29,30...
Wire cable, 32-39...Carrier track, 4
2,43...Guide rail.

Claims

[Scope of Claims] 1. A method for loading each of the cargo carriers onto the cargo transport ship before transporting a large number of small cargo carriers by the cargo transport ship, the method comprising: supplying water to a storage location within the transport ship; and levitating each of said cargo carriers into said storage space, said cargo carriers being able to stand upright in the water without leakage of cargo from said cargo carriers or ingress of water into said cargo carriers. the use of a number of cargo carriers closed in such a manner that each of said cargo carriers is erected and each remains upright in each storage position of said storage area, each of which is held upright for transport; A loading method characterized by being carried in. 2. The loading method according to claim 1, wherein the length of the cargo carrier is such that, in its upright state, it extends over two-thirds or more of the height of the storage space. 3. A method of loading according to claim 1, wherein a number of upright cargo carriers are held at each of a number of containment lines at said storage location. 4. A loading method according to any one of claims 1 to 3, wherein each cargo carrier has one or more loading and unloading hatches at one end thereof, and the hatches are arranged so that the cargo carrier is upright. A loading method that is always located above the water line when loaded. 5. In the loading method according to any one of claims 1 to 4, the uprighting operation of each cargo carrier is carried out while the cargo carrier is inside or being introduced into the transport ship. Method. 6. The loading method according to claim 5, wherein the cargo carrier is erected by or with the aid of a force applied to each cargo carrier by an uprighting mechanism attached to the carrier. Loading method. 7. The method of loading according to one of claims 1 to 6, wherein the cargo carrier has a buoyancy tank filled with water, and the buoyancy causing or assisting the uprighting of each of the cargo carriers causes water to be discharged from each of the tanks. The loading method produced by. 8 A cargo transport ship having at least one cargo storage space, wherein a cargo entrance is provided in the storage space as a passage through which a small cargo carrier can enter the storage space while floating; means for loading said transport vessel with ballast water and filling said storage area with water to a level corresponding to the loading water line of said transport vessel in order to enable floating entry into said storage area; A cargo transport ship, characterized in that the transport ship has means for holding said long cargo carrier fixed in an upright position in each of said storage locations. 9. The cargo transport ship according to claim 8, wherein the storage location has a number of mutually parallel storage lines, and each of the storage lines has a number of storage positions. 10. A cargo transport ship according to claim 8 or 9, comprising a transport means for transporting the upright cargo transport ship to the storage position. 11. A cargo transport ship according to one of claims 8 to 10, characterized in that the transport ship is provided with means for causing or assisting in the movement of a floating long cargo carrier to tip over into the water of said storage location in an upright position. Cargo transport ship being installed. 12. A cargo transport ship according to claim 11, wherein said overturning means comprises or includes a mechanism operative to provide an external overturning force to each of said cargo transport ships. 13. A cargo carrier according to claim 11 or 12, wherein the overturning means comprises or includes means for supplying pressurized gas to discharge water from the buoyancy tanks of each cargo carrier. cargo transport ship. 14. A cargo transport ship according to any one of claims 8 to 13, wherein the transport ship is of a closed type and the particular cargo loading area or each cargo loading area is located at least once on one side of the transport ship. A cargo transport ship whose hold has two cargo entry doors or hatches. 15. A cargo transport ship as set forth in claim 14, comprising a number of the above-mentioned holds separated by transverse bulkheads, and each hold is provided with means for uprighting the cargo carrier and means for transporting and emplacement of the cargo carrier. A cargo transport ship. 16. In the cargo transport ship as set forth in claim 14 or 15, a specific cargo hold or each hold may hold each of the above cargo transport ships one by one while floating in one end area of the cargo ship in the lateral direction of the transport ship. a cargo entry hatch located in a position suitable for loading, and means for causing or assisting in the movement of tipping each of said elongated cargo carriers into an upright position in said one end area of said hold; transport means operative to transport each carrier from said one end area of said hold to respective storage lines extending along said hold. 17. A cargo transport ship according to any one of claims 8 to 16, comprising a number of long cargo loading carriers combined with the transport ship, each of which floats to a storage location of the transport ship. The container is introduced as it is, and is erected in the storage location without leakage of cargo from each of the carriers or intrusion of water into each of the carriers, and is held stationary in an upright state by the holding means. A cargo transport ship designed to carry 18. The cargo transport ship according to claim 17, wherein each of the transport ships has a length of two-thirds or more of the height of the storage space of the transport ship. 19. A cargo transport ship according to claim 17 or claim 18, wherein each of said carriers has one or more loading and unloading hatches at one end thereof, said hatches being arranged in such a way that said carriers are erected. Time,
A cargo transport ship that is always located above the waterline. [Industrial Field of Application] The present invention relates to a method for loading a cargo carrier onto a cargo transport ship in preparation for transporting a cargo carrier capable of transporting on water by the cargo transport ship. The steps include filling the area with water and refloating the cargo carrier at the location.
The invention also relates to a cargo transport vessel having facilities for loading by such a method. [Prior Art and Problems to be Solved] In recent years, the search for more economical cargo transportation has led to the introduction of facilities for loading multiple cargo loading barges into the design of ocean transport ships. Such a transportation system has many advantages, including the ability to transfer inland cargo to ocean-going vessels via inland waterways and the final transport of cargo to shore or inland discharge points. The advantage of simplification is particularly noteworthy. By eliminating the task of transloading cargo from barges to transport vessels and vice versa, not only significant labor and energy costs are saved, but the speed and general convenience of the water transport business is also increased. Ru. In known types of barge loading systems, the cargo-loading barge is pulled out of the water by a hoisting machine installed at the stern of the cargo transport vessel and then conveyed along the cargo deck by a conveyor (e.g. 1972
September issue “Shipping World and Shipbuilder”
(See chapter titled ``Doctor Lykes'' on page 1045). This type of barge loading system requires expensive lifting machinery and conveyor equipment. Furthermore, in recent years, cargo transport ships have been built that utilize the so-called floating cargo loading principle. These ships have a self-submerging ability that allows them to fill the cargo loading area with water through the stern to allow floating cargo to be lifted directly (November 1980).
Monthly issue “Mak Toplaterne Diesel Engine
(See the chapter on the container-only cargo ship ``Condok'' on page 37 of ``Condok''). Since the cargo can be pulled into the ship while floating, there is no need for expensive lifting machinery. After the barge has been pulled into the transport vessel, its ballast is discharged so that the cargo loading area is completely drained so that the transport vessel can float. At that time, the barge is placed in a dry dock-like position inside the transport vessel. The number of barges of a given size that can be docked in this way within a transport vessel depends on the length and width of the cargo loading area. The extent to which this dimension can be increased in a transport vessel design is constrained by a variety of factors, including, of course, the maximum allowable length and width of the transport vessel itself. In order to increase the number of barges that could be loaded, transport ships were designed with double decks, and the lower deck as well as the upper deck was designed to allow the ship to sink to the waterline required for docking barges. Proposals have been made to Furthermore, by equipping the transport ship with a hydraulic underwater underwater lift that can lift the barges floating at a predetermined water level inside the ship and suspend them from the deck above, the barges can be stacked one after another in several tiers. A storage method has also been proposed. Furthermore, barges can be stored on the lower level. This proposal avoids the need for a second deck and the need for increased docking of the transport vessel to load the barge onto the upper deck. Each of the above proposals was introduced in the June 1974 issue of "Shipping".
World and Shipbuilder,” pages 599-602. Even with the floating cargo loading method with the above deviation, it is difficult to significantly increase the number of loading vessels. SUMMARY OF THE INVENTION An object of the present invention is to provide a new barge loading method and barge transport ship that solve the problems of the prior art described above. [Means for Solving the Problems] The present invention provides a method for transporting a small cargo carrier by a transport ship using the floating loading principle, which provides a method for transporting a small cargo carrier by a transport ship using the floating loading principle. A more favorable relationship can be established. The method according to the invention is defined in claim 1. This method uses a number of closed cargo carriers that can stand upright in the water without leakage of cargo from the cargo carrier or ingress of water into the cargo carrier, and It is characterized by the fact that it can be pulled into each storage position of a cargo loading area of a transport ship in an upright state while being held in an upright state. An important advantage of this method is that it allows a much larger number of cargo carriers to be loaded onto a transport ship of comparable major dimensional characteristics than is possible using previously known methods. Loaded cargo carriers can be stored in a close-contact configuration arranged in several parallel and adjacent rows. Since the cargo carrier is loaded with cargo, the energy required to tip it from its normal horizontal floating position to its upright position is not excessive.
The force required for this purpose can be obtained from a power unit with a modest operating output. Because of the above-mentioned main functions of cargo carriers used to load and unload cargo onto transport ships, the term "barge" is often used from now on as a convenient term to describe such cargo carriers. However, it should be understood that the cargo carrier need not have any conventional barge geometry. Cargo carriers can have any desired longitudinal and transverse profile, although they are necessarily of elongated shape. For example, the carrier may be of substantially cylindrical or rectangular cross-section over substantially its entire length. The carrier need not be of durable construction. The carrier may be a relatively inexpensive container intended for one-time use, or for only a few uses and then disposable. In order to avoid unnecessary waste of storage space on the transport ship, each ladder preferably has a length that in its upright position occupies most of the height of the storage space on the transport ship. The length of the barge should preferably be at least 2/3 of the height of the storage area, and most preferably at least 3/4 of the height. The extent to which the potential benefits of the present invention are realized will, of course, depend on the storage density of the barge. A good procedure is to maintain as many upright barges as possible stationed in each of the multiple storage rows at the storage site. The entire cargo storage area of a transport ship can, of course, be divided into a number of smaller storage areas, and in this case as well, a large number of barges can be stored in each of the divided storage areas. Each barge should preferably have one or more loading and unloading hatches, preferably confined to its ends, which hatches remain above the waterline when the barge is uprighted. It has to be the location. A barge with a confined hatch at one end can conveniently load its cargo onto the barge by introducing the fluid cargo onto the barge while the barge is supported in an inclined manner, e.g. on its ramp. It can be loaded. If the cargo loading hatch were to be confined to one end of the barge as described above, sealing the hatch in an effective water-tight manner would not be a critical issue. However, watertight sealing is desirable in all cases for barges. Having a transport vessel carrying a large number of sealed barges introduces an important safety element to the operation of the transport vessel. A sealed barge provides buoyancy to help the transport vessel remain afloat in the event that the transport vessel's hull is damaged such that the barge loading area is flooded. Such damage to the transport vessel may also result in unrecoverable loss of cargo, even if the cargo or some portion of the cargo is oil or other pollutants, or contamination of the seawater with oil or other pollutants. It is safe to assume that there is almost no connection at all. This method is particularly advantageous for transporting fluid cargoes, which may be liquid materials or bulk solid materials such as coal. In order to reduce the flow of fluid cargo within the barge, the barge should be loaded so that the cargo loading space within the barge is substantially completely filled with fluid cargo. Although it is often desirable to use barges with one or more internal cavities,
Although such voids reduce the available cargo loading space of the barge, the voids may be substantially completely filled with water or other materials of similar or higher specific gravity. . Such spaces may be defined by tanks or capsules that are removably fixed and/or resizable within the barge. The location of the void within the barge must be determined so as not to significantly increase the energy required to right the barge or destabilize the barge in the upright floating condition. In practicing the present invention, barge uprighting operations are performed within the transport vessel or while the barge is docked on the transport vessel. The depth of water required for the cargo inlet to the transport vessel only needs to be sufficient at the time for the normal swamping of the cargo loading barge, which provides greater freedom of choice for the design of the transport vessel. It is something. Moreover, the uprighting of the barge can be conveniently carried out by means of a mechanism installed on the transport vessel. However, barge uprighting operations performed in the vicinity of and on the exterior of a transport vessel are within the scope of the present invention. In several embodiments of the method according to the invention, the uprighting of the barge is carried out with the aid of or by a force applied to the barge from an uprighting mechanism installed on the transport vessel. As an alternative to, or as a supplement to, the use of a mechanism that exerts an external uprighting force on the barge,
Buoyancy to cause or assist upright movement can be created by draining a full buoyancy tank, as explained below. After the barges have been placed in their respective storage positions within the transport vessel, the water supporting the barges in the barge storage area is completely or partially drained from the transport vessel. This is not essential. Depending on the size of the transport vessel and its cargo carrying capacity, the weight of the water supporting the barge may be very small relative to the total cargo carrying capacity of the transport vessel. The invention includes a cargo transport vessel constructed and equipped for loading cargo carriers in the manner previously described. A cargo transport ship according to the present invention is defined in claim 8 below. The transport vessel is characterized in that it is equipped with means for holding an elongated cargo carrier stationary in an upright position in each storage position of the loading area. Such cargo carriers may carry substantially more cargo than a carrier of comparable dimensions and proportions designed for docking floating cargo carriers in a horizontal position in a known manner. Carriers can be transported. It is desirable that a large number of mutually parallel storage lines be arranged at the loading place, and that each storage line be divided into as many storage positions as possible. Preferably, transport means are provided as part of the transport vessel's equipment for transporting the erected cargo carrier to each storage location. In a preferred embodiment, the transport vessel itself is provided with means for activating or assisting in uprighting each cargo carrier in the water at its loading location. Such uprighting means can be actuated by any of the methods previously described. Preferably, the uprighting means are or include a mechanism operative to apply an external uprighting force to the cargo carrier. This mechanism applies, for example, an upward or downward force to one end of each cargo carrier to exert a force couple on the carrier that causes the cargo carrier to move upright. As an alternative to, or in addition to, such uprighting means, means may also be provided for supplying pressurized gas for draining the buoyant tanks of the barge, as described above. Conveniently, transport vessels are of closed type;
The cargo loading area is a hold having at least one cargo entry door or hatch on one side of the ship. The transport ship preferably has a number of holds separated by transverse waterproof bulkheads, each of which is equipped with barge upright means and barge transport and emplacement means, respectively. All else being equal, it is worthwhile from a safety point of view to divide the entire hold area of a transport vessel into a number of holds separated from each other. A particularly recommended design of a transport ship, an example of which will be explained in detail later, is shown in Claim 1 below.
It has each of the features specified in Section 6. Its design provides very convenient barge handling means and high density barge storage within one or more cargo holds. The invention includes a cargo transport vessel in combination with a number of small cargo carriers as defined above, each cargo carrier being able to float at each storage location of the transport vessel and preventing cargo from leaking from the cargo carrier. , or designed so that it can be both erected in each storage location without water intrusion into the carrier, and held in place in an upright position by the above-mentioned retaining means. Ru.
Each of the cargo carriers has as its advantage any of the other features previously described with respect to such ships. [Embodiments] Various embodiments of the present invention will now be described by way of example only with reference to the accompanying drawings. The transport ship shown in Figures 1 to 6 has the following features; This transport ship (see Figure 1) has transverse bulkheads 7 to
Cargo hold 1 with 6 compartments separated by 11
~6. Each of these holds extends across the entire internal width of the ship between the port and starboard side ballast tanks, and the full vertical distance between the ship's bottom structure and deck structure. Referring to FIGS. 2 to 4, which are cross-sectional views of the cargo hold 3, the cargo hold is defined by bulkheads 8 and 9, left and right ballast tanks 12 and 13, a bottom structure 14, and a deck structure 15. You can see that. This hold has 16 loading hatches on the port and starboard sides,
17, and each of these hatches is located near the forward end of the hold and above the nautical water line, which is indicated as ``navigation water line'' in FIG. Each of these hatches has a watertight door 18, 19 attached to the hull.
Each is equipped with the following. The other holds 1, 2, and 4 to 6 are all similar to the hold 3. This transport ship is equipped with multiple ballast water pumps to pump water into each ballast tank.
It also has multiple pumps for injecting water into each hold. Each of these pump devices is used in the same manner as those commonly used in oil tankers, so a detailed explanation is not necessary. In preparation for loading the barge, each ballast is deepened to the appropriate loading water line between the upper and lower boundaries of each loading hatch on the starboard and starboard sides, indicated as "loading water line" in Figure 3. The tank and the cargo hold or holds to be loaded are filled with water, and at the same time each of said holds is filled with water to a corresponding level. The loading hatch doors of one or both of the holds to be loaded are then opened to allow the enclosed barges to be pulled in while floating. Inside each hold 1 to 6, there is a barge handling device for uprighting each barge that has been pulled into the hold while floating, and then moving each upright barge to a storage position, and a barge handling device for moving each upright barge to a storage position. and means for supporting them in their stowed position during the period of loading. If a barge is to be loaded into a number of holds, each hold can be loaded at the same time, allowing a complete loading operation to be completed in a relatively short period of time. When all the barges to be transported have been placed in their respective storage positions within the ship, the ballast water inside the ship is drained and all the doors of each hatch are closed in order to reduce the water level of the transport ship to the waterline during navigation. Preparations for sailing are completed. After a barge has been loaded into any hold, the water in that hold can be drained by means of a cargo hold pump, if necessary. If this water, or a sufficient portion of it to seat the barge, has been drained by the pump, each upright barge in its hold will be able to drain the bottom structure 14 of the transport vessel in its respective stowage position.
The lower support pads 20 (FIGS. 3 and 4) are lowered until they are seated on their respective lower support pads 20 (FIGS. 3 and 4). All barge handling and storage facilities in each of the different holds are the same. The explanation below is for hold 3.
Sections 2 to 6 showing the handling and storage of each barge in
Regarding figures. Upon entering the hold, each barge lies a long way across the hold in the area between each loading hatch. That area will henceforth be referred to as the "inboard flotation area". The barge indicated by the dashed line in Figures 2 and 3
B ₁ is in the lateral position. The barge has end loading and unloading hatches sealed liquid-tight by hatch covers H (FIGS. 2 and 5).
The barge is erected in the onboard flotation area and the floating upright barge is moved to one or another of eight mutually parallel storage lines extending longitudinally of the transport ship. Barge B ₁ , indicated by solid lines in FIG. 3, is stationed at one storage position within each storage line. FIG. 4 shows a transverse line of eight barges, including barge B ₁ , placed in storage position. A plurality of rails 21 (see especially FIGS. 2 and 6) are fixed to the underside of the bottom of the deck structure 15 to form a transverse track across the top of the inboard flotation area of the hold. The wheeled truck 22 (FIG. 6) can be displaced along this rail by traction means (not shown) consisting of a cable wrapped around an electric winch housed in a housing near both ends of the rail. can. Each rail 21 and each wheel of the truck 22 may be of the rack and pinion type if desired. A plurality of suspension rods 23 supporting short parallel rails 24 are attached to the truck 22. These tracks form a section of track for a transport vehicle 25 which rotatably supports two mutually aligned cable sheaves 26, 27 together with an electric pulley drive motor 28. Each pulley carries a wire cable 29, 30 each having a free end that is attached to the forward end of each barge during or after each barge floats into the inboard flotation area of the hold. By winding up each cable, the front end of the barge is lifted from the inner waterline, and at a certain point during the tilting, the rear end of the barge sinks into the water and begins to slowly rotate downward. Eventually, the barge will reach a vertical position. The lifting force is then released and the barge remains afloat. Since the effect of buoyancy (even if its magnitude is reduced) is still present during upright operations, each component that makes up the crane
26 to 28 are never forced to bear the entire load of the barge. The maximum loading force on the crane is the force required to start the barge upright and to compensate for the temporary reduction in buoyancy until gravity brings the barge to its vertical floating position in the water. From then on, the crane is only there to support the floating barge in its upright position and to overcome the traction forces resisting the movement of the upright barge through the water when the barge is displaced to its stowed position. The crane can therefore have a relatively low load-bearing capacity. Advantageously, a damping means 31 (FIG. 2) is placed at one end of the inboard flotation area where each barge completes its rotation into its vertical position. Such damping means may either be stationed on one side of the hold, as indicated by the symbol 31 in FIG. 2, or may project into the inboard flotation area from an adjacent transverse bulkhead. Once the loaded barge is erected as previously described, the transport vehicle 25 is moved in a lateral direction to move the crane and the floating upright barge into a position aligned with the particular containment line in which the barge is to be stowed. It is displaced along each rail 21. eight corresponding longitudinal vehicle tracks 32 disposed along each apex of the eight longitudinal storage lines;
33, 34,..., 39 (Figure 3) are all symbol 4
It is formed by a rail suspended from the deck structure 15 by a plurality of suspension rods such as those shown at 0 (see FIG. 6). The crane carrying trolley 22 is displaced along the lateral track rails 21 to move the crane carrying rails 24 into alignment with the longitudinal rails forming the track of the selected longitudinal storage line. (See Figure 6). A plurality of restraint engagement means are provided in the inboard flotation area opposite the longitudinal storage line to prevent rocking of the upright barge when the crane carrier 22 is stopped opposite the selected longitudinal storage line. , such means being selectively displaceable from a retracted position in or adjacent to an adjacent transverse bulkhead to an activated position. An upright barge displaced along the inboard flotation area is engaged and restrained by such means when the barge is displaced to the correct transport position along a selected longitudinal storage line. A typical location for such a restraining engagement means is that indicated by the symbol 41 in FIG.
Such restraint engagement means may be provided, for example, by known hydraulic or mechanical mechanisms such as those used in multi-stage cargo ships to sequentially actuate respective supports for each vertically spaced stack. can be activated. Instead of attaching two lifting cables 29, 30 to each barge, one crane cable can be attached to each barge at the four corners of the front or rear end of the barge.
It can be connected by an overhang to two connection points. This method of attachment aids in stabilizing the upright barge during initial uprighting and during subsequent storage operations and reduces the tendency of the barge to rock. Overhead longitudinal traction means (not shown) associated with each storage line track have a traction cable driven by electric winches located at each end of the hold. After the crane vehicle 25 has been moved to a position consistent with the trajectory of the selected containment line as previously described, the vehicle is connected to its associated longitudinal traction means and carries the suspended barge. It is propelled along the trajectory of the storage line to move along the storage line to the storage position. Each storage line is defined by a pair of upper and lower parallel guide rails as indicated by symbols 42 and 43 (FIGS. 3-5). The positions of the upper guide rails 42 are above the loading water line, while the positions of the lower guide rails 43 are below the loading water line and closer to the bottom force of the hold than the water line. It is. A single upper guide rail structure and a single lower rail structure may be disposed between each adjacent barge storage line, each of these structures being common to the two storage lines. The upper guide rail structure and, if desired, the lower rail structure may also be fitted with guide rails, such as the one shown at 44, which allow operators to carry individual barges along one or more adjacent storage lines. It is used as a narrow passageway that allows access to the location. A series of upper and lower barge spacers 45 and 46 arranged on the lateral side of each storage line are supported by the guide rails, respectively. Each spacer at a different position along the retraction line can be independently displaced from an active position to an inactive position to allow the barge to move freely past each such spacer. After the first upright barge has been displaced along its storage line to a storage position in which one side of the barge lies against or near each engagement surface at the distal end of its storage line, each first Each first spacer is displaced to a spacer effective position where spacers 45, 46 cut into the storage line of that barge. The barge is held substantially upright by each displaced spacer and each distal end engagement surface described above;
Each crane cable 29, 30 can then be removed from the barge. The next barge to be stored along the retraction line is moved to a position where it reaches each last displaced spacer, but then each next spacer along the retraction line supports the second barge so that its spacer Operations such as displacement to the effective position are subsequently carried out in sequence. In the illustrated example, each upper spacer 45 has a fifth
This is a pivot member that can be rotated by hand between an inactive position shown by a dotted line and an effective position shown by a solid line in the figure. Each lower spacer below the hold waterline must be activated remotely. This actuation can be accomplished by an adjacent mechanical linkage between each upper spacer and its respective lower spacer. Alternatively, the spacers can all be remotely actuated, for example electrically actuated. The loading and unloading operations of the transport vessel consist of the following reverse sequence of operations: The transport vessel is filled with water in each of its ballast tanks to bring it back to the loaded waterline. If the hold in which the barge to be unloaded is stored has been drained since the barge was loaded and is completely or partially empty of water, pump water into the hold until it reaches the loading waterline level. The door of each such hatch in the hold is then opened. Using the traveling crane components 26 to 28, each upright floating barge is removed one by one from its respective containment line and moved to the inboard flotation area of the hold, where each barge has one The tension on the crane cables is completely relaxed to allow each barge to return to its normal horizontal floating position in preparation for being floated overboard from the hold. If it is desired to transport an unloaded barge, the barge is filled with water before it reaches the transport vessel. Therefore, the barge can be easily loaded and unloaded in the same manner. In place of or as a supplement to overhead lifting equipment, there is a submersible system in the inboard flotation area of each hold operated by electric or hydraulic motors to perform or assist uprighting operations by pulling one end of the barge downwards. Traction equipment may be provided. It takes less energy to upright the barge with a downward pull than if one end of the barge had to be pulled out of the water. Furthermore, this alternative method is advantageous in that it requires less free space above the water line. As an example of the remarkable increase in barge loading capacity made possible by this invention, a general type of transport ship as shown in Figures 1 to 3 has a dead weight of 220,000 tons, an overall length of 325.74 m, and an overall width. A transport ship with a height of 46.49 m and a water intake of 26.02 m, and equipped with five holds 1 to 5, each having the following dimensions of length and width: (1) 40 m long and 25 m wide; (2) 46.4 m wide; 25 m (3) 〃 40 m, 〃 25 m (4) 〃 50 m, 〃 25 m (5) Length 44.4 m, width 18.5 m At least 64 barges standing vertically in each of its holds (8 barges with 8 barges) The dimensions (total length) of each barge are 16 m long, 4.35 m wide, and 2.9 m high.
It can carry up to 150 tons of cargo. The transport vessel is therefore capable of transporting at least 320 barges, each with a total weight of 48,000 tons of cargo. In comparison,
A transport vessel of the same length and width would have a storage capacity of 53
It is not possible to transport more than one ship. this transport ship
In order to be designed to match the barge carrying capacity of a transport vessel according to the invention which holds 320 or more vertical barges in a single tier, horizontal barges must be able to be stored in 6 or more tiers. Must not be. The transport vessel according to the invention shown in FIG. 7 is capable of transporting two upright barges. This transport ship is a ship with a high freeboard, and the hold space between each transverse bulkhead is divided into two vertically overlapping compartments by an intermediate deck, and the cargo space for each compartment is Except for the fact that the ship has a hatch and that the ship can inject ballast water to a level that is sufficient to dock a barge in any compartment.
It has basically the same structure as that described in connection with FIGS. FIG. 7 shows one of the large hold spaces between the bulkheads, which are divided by the middle deck 48 into upper and lower compartments 49 and 50. The upper compartment 49 has loading hatches 51 and 52, but this ship is WL1
Loading will be carried out while the vessel is submerged in water up to the water line marked. The lower compartment 50 has loading hatches 53 and 54.
However, the loading for this section is at the water line W.
It is performed during the hiccup, which corresponds to L.2. Each section 49
and 50 each have barge handling equipment and a plurality of containment lines like each hold of the transport vessel shown in FIGS. 1-6. Two barges 55 and 56 are shown in respective storage positions in the upper and lower compartments. FIG. 8 shows a portion of another line according to the invention. The vessel is of the open type with a watertight stern door and has a self-submerging capability such that when the stern door is open, the open cargo loading area can be flooded with water entering from the stern. It is possible to directly introduce the barge onto the ship while it remains afloat. Regarding these points, there is no need for a detailed explanation of this ship, as it is based on a basic design that is well known to shipbuilders. A ship of that basic design is referred to as a "Condock" at the beginning of this specification. However, the vessel according to Figure 8 is equipped in accordance with the invention to hold each barge upright in the water within the vessel and to hold each barge stored in that upright position. The handling equipment includes a crane gantry 57 that spans the cargo loading area.
The gantry can be moved by a plurality of electric motors (not shown) along crane tracks 58 and 59 running along both sides of the hull. This gantry carries a crane containing an electric motor 60 driving cable pulleys 61, 62 for hoisting two cables 63, 64;
Two cables 63, 64 are coupled to each barge as it is brought onboard prior to exerting the lifting force required to right the barge. Inside this cargo loading area, a plurality of mutually parallel storage lines are arranged, similar to the storage lines in each hold of the transport ship shown in FIGS. 1-6. Each component that makes up the crane 60-62
To move the barge along its containment line, before the gantry runs alongside the transport vessel, select an upright barge to either align the containment line with the gantry, i.e. next to the transport vessel. can be displaced in the direction. When a ship such as that shown in FIG. 10 is used as a barge, the barge can be erected when or after being pulled into the transport vessel while floating. A barge for use with a transport vessel according to the invention may have, for example, the general shape shown in FIGS. 9 and 10. This barge shell can be constituted, for example, by a framework 66 and one or several skins 65 of fiber-reinforced synthetic polymeric material stretched over the framework. The barge's minimum strength specifications are unquestionable due to the fact that the barge does not need to support its cargo while being raised out of the water. The illustrated barge design has a flat rear end 67 which, when the barge is erected, rests on an underlying support such as pad 20 (Figures 3 and 4) in the stowed position. can be seated. A support structure 68 is arranged inside the barge in which a gas-filled capsule 69 can be removably secured. When such a capsule is fitted, the available cargo volume of the barge is reduced, but the capsule can be filled with water or other materials of similar or even greater specific gravity. This capsule contains the volume of the free cargo space of the barge in one identical capsule, which allows the barge to float with the required freeboard when the free cargo space of the barge is completely filled with cargo of a predetermined specific gravity. In order to be able to adjust using
For example, it may be expandable, such as inflatable or consisting of telescoping parts. The capsule is positioned such that its enclosed cavity does not obstruct or significantly impede barge uprighting or barge maintenance operations. This barge may be provided with tanks such as those indicated by symbols 70 and 71 at the bottom of its interior;
These tanks can be filled with water for normal navigation of the barge and each has a gas inlet and a drain with a valve. in order to cause or assist in the movement of the barge from a horizontal position to a vertical position or vice versa, by supplying high pressure CO ₂ or other suitable gas to said tank through its gas inlet. As the water is discharged, it can be replaced by the introduced gas. Either the barge itself is equipped with one or several suitable compressed gas containers, or the source of pressurized gas can be installed at another suitable location, for example in the onboard flotation area of the cargo hold of the transport vessel. As previously discussed, the present invention can be practiced with long floating cargo containers that function essentially as barges but do not have any conventional barge geometry.
Figure 11 shows a pair of buoyant cargo containers in the form of long upright bodies and a method of erecting the containers in a manner quite different from that used on the ships described with respect to Figures 1-10. show. A pair of containers 72 and 73 shown in FIG. 11 are joined end to end by a lateral hinge joint 74. A mother ship according to the invention, for example a transport ship as shown in FIGS. 1 to 6 or an open vessel as described in connection with FIG. There is a tilting device consisting of a pair of articulated compound arms 76 and 77. The vehicle travels along tracks 78 suitably arranged inside the mother ship. Each arm 76 and 7
7 each consist of two mutually parallel members fitted with magnets, as indicated by symbols 79 and 80, each of which attracts one side of the container, respectively. When the tilting device is actuated, each arm 76 and 7
7 applies a downward force to each flotation container held by each magnet to extend it. As a result, each hinged end of each container is lowered into the water. Each container eventually reaches the upright position shown by the dotted line. Each container may have respective fill and drain openings at the other end of each container remote from each one of its hinged ends. The vehicle 75 can be moved along the track 78 while each upright container is held by each arm, so that each container is brought into a position aligned with the storage line within the ship. If this vehicle is configured to move on a suitable storage line track, each upright container can also be transported along the storage line by the same vehicle. Alternatively, the support of each container can be taken over by a second vehicle moving along the line track. A tilting device consisting of only one of the multiple arms, such as 76, can be used to upright only one container. Vessels suitable for use in practicing this invention can be constructed by modifying existing vessels. For example, a tanker without lateral access to its cargo hold may be equipped with a watertight door by cutting a lateral loading hatch in its hull, giving the vessel the necessary self-sinking ability, and allowing the hold to drain after floating loading. can be modified by modifying the ballast and bilge equipment and installing a hold with the necessary barge handling equipment and storage facilities. If the holds of the original ship were divided by longitudinal bulkheads, the longitudinal bulkheads could be separated by cutting openings in each of the bulkheads opposite the side loading hatches. An inboard flotation area can be created that extends across the interior width of the hull with access to each containment line on either side of the ship. Existing open vessels with self-sinking capabilities that allow the barge to enter directly on board while floating can be easily modified by installing suitable barge tilting and movement equipment and barge storage locations. . [Effects of the Invention] Since the present invention is configured as described above, it produces the effects described below. As a method of loading a cargo carrier onto a cargo carrier,
By adopting the above-mentioned loading method, the number of cargo carriers that can be loaded can be greatly increased, resulting in significant savings in cost, energy, labor, etc., and the speed and convenience of water transportation operations. can also make a significant contribution. In addition, this cargo transport ship can be introduced into its storage location in a floating state, and can be turned over from that state to an upright state using the balance between buoyancy and gravity, so the overturning method also consumes less energy. A small and compact tipping means can be realized.