US2827181A - Universal self-unloading unit for bulk cargo vessels - Google Patents

Universal self-unloading unit for bulk cargo vessels Download PDF

Info

Publication number
US2827181A
US2827181A US560939A US56093956A US2827181A US 2827181 A US2827181 A US 2827181A US 560939 A US560939 A US 560939A US 56093956 A US56093956 A US 56093956A US 2827181 A US2827181 A US 2827181A
Authority
US
United States
Prior art keywords
vessel
cargo
conveyor
crane
boom
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US560939A
Other languages
English (en)
Inventor
Wilford G Bartenfeld
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to BE564231D priority Critical patent/BE564231A/xx
Application filed by Individual filed Critical Individual
Priority to US560939A priority patent/US2827181A/en
Priority to GB13837/56A priority patent/GB813038A/en
Priority to DEB40230A priority patent/DE1183860B/de
Priority to FR1154888D priority patent/FR1154888A/fr
Priority to CH340722D priority patent/CH340722A/fr
Application granted granted Critical
Publication of US2827181A publication Critical patent/US2827181A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/22—Arrangement of ship-based loading or unloading equipment for cargo or passengers of conveyers, e.g. of endless-belt or screw-type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G67/00—Loading or unloading vehicles
    • B65G67/60—Loading or unloading ships
    • B65G67/606—Loading or unloading ships using devices specially adapted for bulk material

Definitions

  • the boom forming part of the crane is ordinarily capable of horizontal movement in an arcuate path that in a typical case may approach or equal 180. Whether the boom is located at one of the two ends or on one of the sides of the crane, it usually has the drawback of lacking sulficient maneuverability to permit it to meet the requirements of certain fairly common situations, as, for example, when the crane is used for discharging cargo into a covered dock, freight car or the like.
  • the stockpile In stockpiling cargo in the open, the stockpile can usually be formed at a distance from the side of the vessel corresponding to the reach of the boom; if so, the boom can be allowed to extend at right angles to the side of the vessel even if the crane is as far aft or as far forward as the crane may go. This, however, does not hold true Where the crane is used for discharging cargo in close quarters, as in a boxcar or covered dock.
  • the boom can often be made to project from the vessel at an angle to its longitudinal axis which is suificiently acute to permit the operator to locate the outboard end of the boom between the side walls of the dock; i. e., within the lateral limits of the dock as seen in plan.
  • the crane or vessel or both can be moved as necessary to permit of the discharge of portions of the cargo that lie closer to the ends of the vessel.
  • the boom is very likely to be precluded by the wheel house or the after houses from extending forward or aft (as the case may be) at an angle that is sufiiciently shallow, measured from the side of the vessel, to permit operations to continue.
  • the narrowness of the dock effectively prevents further use of the boom, necessitating unloading the remainder of the cargo by other and less efiicient methods.
  • the present invention consists in and has for one of its objects the provision of means for overcoming this difficulty, as by providing the crane with a plurality of bodily moveable conveyors that are separated from each other by the length of the crane.
  • the invention makes use of a boom incorporating a conveyor of a suitable type; however, it additionally makes use of a second bodily moveable con veyor, preferably a conveyor of the shuttle type, that is adapted to project to varying extents from either side of the vessel in a direction at right angles to the longitudinal axis of the vessel.
  • the invention makes it possible to use the boom and the conveyor associated with it so long as the'wheel house, the after houses or other deck structures do not interfere sufiiciently to preclude the use of the boom; at the same time, it provides a shuttle conveyor that may be brought into operation circumstances in which it is difi'icult or impossible to deposit the cargoby means of a boom.
  • the boom may be temporarily re-located in an idle position in which it cannot interfere with further unloading operations.
  • the shuttle conveyor may be brought into operation, being made to project over the side into the dock inwhich the cargo is to be laid down. The remainder of the cargo may then be unloaded by means of the shuttle conveyor.
  • the shuttle conveyor may be used throughout the entire sequence of unloading operations to the exclusion of the boom, although normally the boom will be employed as long as practicable and as a general rule whenever stockpiling in the open is contemplated. If desired, th e two may be used together, but this is not often feasible.
  • the invention provides auxiliary conveyors forming part of the unloading unit itself which extend in diametrically opposite directions from a common feeding zone; e. g., forward in one case and aftin the other.
  • a more or less centrally located hopper is provided, such hopper being disposed in a position in which it canconveniently receive the contents of either or both of twoindependently operated cargo scoops.
  • the latter are mounted on trolleys for movement in pre-determined loci which in part overlie the hopper.
  • Figure 1 is a side elevation of a cargo vessel provided with a mobile crane of the kind to which the invention relates.
  • Figure 2 is a plan on a larger scale showing the crane and boom seen as if from line 2-2 of Figure 1.
  • Figure 3 is a side elevation of the crane on a still larger scale showing the scoops, central hopper, auxiliary con: veyors and the two bodily moveable conveyors, one of the latter at each end.
  • Figures 4 and 5 are rear elevations of the crane seen as if from line 4+4 of Figure 3, the former when the vessel is at sea and the latter when it is being used for unloading into a covered dock.
  • FIG. 1 what is there shown is a typical cargo vessel used for carrying bulk cargo, as, for example, grain, ore, coal, etc. It may be regarded as representative of a variety of different types of cargo vessels with any of which the invention can be employed.
  • a deck 2 extends from one end of the vessel to the other.
  • a series of paired hatches 3 the same being shown as spaced laterally from each other so as to invest/same center line bulkhead the spaces indi c ated at 2a.
  • single hatches extending athwart the vessel from one side to the other may be present.
  • a mobile crane 5 adapted to move into and out of position in cage 4 is shown in two positions in Figure 1. One of them, the dotted'line position,'is the one which the crane assumes when the .vessel is atsea. The other, illustrated in full lines, is typical of a variety of positions through 'which the crane may pass in moving along deck 2 toward or from cage 4.
  • crane 5 At its forward end, crane 5 has a boom 6 that is susceptible of being moved a total of approximately 180 in a horizontal plane; i. e., 90 to port and 90 to starboard, measuring from the position shown in Figure 2.
  • Boom 6 is ordinarily used for unloading cargo in circumstances in which stockpiling in the open is practicable, in whichcase it will of course extend at an angle to the longitudinal axisof the vessel measuring up to about 90.
  • boom 6 is also susceptible of being elevated from the horizontal by an angle approaching 18
  • the inboard end of the boom is mounted on a bull gear 7 provided with the usual center pin 7a and driven in conventional fashion by a pinion 7b from a suit-able prime mover (not shown).
  • Motor driven trucks 8, 'of which there is one beneath each of the four corners of the crane, impartthe necessarydegree of mobility to the crane, boom and associated elements.
  • Locking trucks 9, of which there is one for each of trucks 8, are provided below trucks 8 as shown in Figure 3: these keep the crane from tipping when the vessel rolls.
  • Rails'10 for trucks 8 and rails for locking trucks 9 engage the wheels on the trucks.
  • Rails 10, 10' extend as indicated in Figure 1 from a point just aft of the wheel house to a point just forward of the after houses.
  • I Supported on trucks 8 is a heavy frame-like base 11 which, seen in outline from above, takes the general shape of a rectangle that is somewhat wider athwartship than it is long.
  • Base 11 is massive, sturdy and adapted to withstand heavy loads; preferably, it is of built-up construction. It is'provided with two open areas 11a and 11b, thus permitting access to the hatch or hatches 3 beneath the base. It is on the forward end of base 11 that the inboard end of boom 6 is carried.
  • pillars 12 On the upper face of base 11 are four pillars 12which, i
  • Stringer 15 which is on the starboard side of the crane as shown, is broken away in order'to show stringer 15' on the port side.
  • plate girders 17, 17' are used for mounting other structural elements: see Figure 3.
  • a top structure rectangular in shape, made up of four interconnected trusses.
  • the horizontal truss 18 shown as broken away in order to reveal 'the corresponding truss 18 at the forward end of the crane.
  • the trusses 19, 19 On the sides of the crane are the trusses 19, 19, the former being broken away to show the latter.
  • twin cabs 21a and 21b which are used as hereinafter described in unloading the vessel. Directly forward of them and therefore concealed from view in Figures 4 and 5 are two similar cabs one of which, 22a, appears in Figure 3.
  • the four cabs are suspended from suitable transversely extending beams that parallel plate girders 16.
  • the cabs of each pair; e. g., 21a and 21b, may be interconnected by a catwalk reached from the .deckby a ladder (not shown).
  • I- beams 23 parallel to and between plate girders 16 are four I- beams 23, seen in Figure 3, the ends of which are secured to plate girders 17, 17.
  • Rails 24 mounted on I-beams 23 serve as ways for two trolleys 25 and 26, the former of which runs on the after bridge and the latter of which runs on the forward bridgez-see Figure 3.
  • Trolleys 25 and 26 are susceptible of being moved along the ways by means of cables 27 which extend in the manner indicated in Figures 4 and 5 between sheaves Zion the port side and like sheaves 28' on the starboard side. From sheaves 28', cables 27 run downward to suitable motor-anddrum sets on the starboard side of base 11.
  • a platform 31 that extends lengthwise of base ll on the starboard side of the crane.
  • a similar platform on the port side of the crane mounts the generator 32, seen in Figures 2, 4 and 5.
  • each of the two platforms 31 further mounts a motor-.and-drum set 33, 33', the same being shown diagrammatically in Figure 2 and indicated in Figure 5 in dotted lines.
  • a cargo scoop 34 Supported from rear trolley 25 is a cargo scoop 34, the same preferably taking the form of a clam shell bucket. Supported from trolley 26 is a similar cargo scoop 35. Each is shown in open position in Figures 3 to 5. Scoop 34 is illustrated in Figures 3 and 5 as in the act of discharging cargo that has been taken from the hold.
  • cables 36 and 37 By means of cables 36 and 37, the two scoops are operated by operators stationed in the cabs. If, as in the usual case, the scoops are used simultaneously, they will seldom be in the same or similar positions, for either may be stationary or in'movement athwartship while the other is being raised from or lowered into the hold. Either may be discharging while the other is in the hold picking up cargo. 7
  • cabs are provided, only two operators are required. Preferably, they are in diametrically opposite cabs, one supervising unloading operations at the forward end and the other supervising unloading operations at the'after end of the crane. Normally, an operator in one'of the rear cabs, 21a or 21b, will operate scoop 34. At the same time, but independently of him, an operator in one of the forward cabs, 22a or 22b, will operate scoop 35.
  • Four cabs are provided so that each of the twooperators can move'to an unoccupied cabwhen, in interests of keeping the vessel in trim, those unloading operations that are under his immediate supervision are transferred from the'port side to the starboard side or vice versa.
  • a hopper 49 which underlies the path of travel of each of the trolleys and the associated scoops.
  • Hopper 40 is provided with deflecting plates 42 and 43, seen in Figure 3, either of which may be lowered from a retracted position within the hopper.
  • Defiecting plates 42 and 43 are provided in orderto deflect the contents of the hopper in the desired direction, forward or aft. They may be moved to and fixed in the desired positions by making manual adjustments.
  • the state of affairs illustrated in Figure 3 is one in Which,while deflecting plate 43 is fully retracted, deflecting plate 42 projects downward and to the rear in order to bring about rearward deflection of that part of the cargo that is discharging from hopper 40 through opening 41.
  • Defiecting plates 42 and 43 are held in place by adjusting means 42a and 43a, respectively.
  • auxiliary conveyors 44 and 45 are of which the former extends to the rear and the latter extends forwardly. Both are inclined upwardly as shown in Figure 3.
  • Conveyors 44 and 45 are of the type known as pan conveyors. Normally, conveyor 45 will be idle when conveyor 44 is in use; similarly, conveyor 44 will be idle when conveyor 45 is in use. They are driven from a suitable prime mover (not shown) associated with base 11. Conveyor 44 is supported from a framework 46; conveyor 45, from a framework 47.
  • auxiliary conveyors 44 and 45 are adapted to discharge into hoppers 48 and 49, respectively.
  • the former is supported from framework 46, while the latter is supported from framework 47.
  • cargo discharged by scoops 34 and 35 into hopper 40 drops from hoper 40 onto conveyor 44, by which it is moved toward hopper 48.
  • the latter is equi-distantly located between the two sides of the crane: see Figures 4 and 5.
  • boom 6 incorporates a conveyor, which, since the boom itself is moveable, may be described as a bodily moveable conveyor.
  • hopper 49 overlies it midway between the sides of the crane.
  • This conveyor, designed 51 is a belt conveyor.
  • boom 6 can be elevated to a position approximately 18 from the horizontal by means of a motor-'and-drum set 52 mounted as shown on boom 6 and connected by cables 53 to sheaves 54 and 55. Of the latter, one is mounted on boom 6 and the other is mounted on a vertical truss 56 at the forward end of the crane: see Figure 3.
  • boom 6 and conveyor 51 may be swung approximately 90 to either side, port or starboard.
  • stockpiling in the open is almost always practicable, within limits determine-d by the reach of the boom when standing at right angles to the longitudinal axis of the vessel.
  • the boom may of course be angled to some lesser degree; e. g., 60", 45 30 or something of the sort, so as to permit it to enter into a freight car or covered dock.
  • the latter possibility usually ceases to be practicable when the crane is moved as far forward as it can go; that is to say, into a position in which it is directly over the end hatch or hatches at the forward end of the vessel.
  • the invention provides a second bodily moveable conveyor at the rear of the crane, such conveyor taking the form of a shuttle conveyor.
  • the crane incorporates a dual supporting structure 60, seen' in Figures 3, 4'and'5 which extends athwartship and which is actually longer from end to end than the crane is wide but not longer than the beam of the vessel itself.
  • On supporting struchim 60 are provided spaced rails 61, best seen in Figure 5, adapted to accommodate wheels 62 on the sides of the conveyor.
  • the latter designated 63, incorporates an endless belt 64 moving over rollers 65.
  • conveyor 63 is moved horizontally on rails 61 until it projects the desired distance beyond the side. Thereupon, it is elevated into a position such as that shown in Figure 5, in which it stands at an angle to the horizontal. Elevation of the conveyor up to a maximum of about 18 is accomplished by means of motor-and-drum set 33, which is connected by suitable cables to a first sheave 66 on the conveyor and a second sheave 67 mounted on the top structure of the crane as shown in Figures 4 and 5.
  • the conveyor is of course susceptible of being extended beyond the side of the vessel on the starboard side as well as on the port side. To that end, it carries a sheave 69 at the end opposite that on which sheave 66 is mounted. Similarly, the top structure of the crane carries a sheave 70 on the starboard side in a position corresponding to that on the port side occupied by sheave 67. A cable from motor-and-drum set 33' on the starboard side of the crane is rigged to the conveyor before the conveyor is caused to project beyond the side.
  • the crane has two bodily moveable conveyors, one at each end, that are capable of being extended over the side of the vessel, either to port or to starboard. If the cargo is being unloaded into a covered deck, as assumed in the showing in Figure 5, boom 6 will ordinarily be out of the way, extending forwardly on the water side of the vessel at an angle sufiicient to avoid interference with the wheel house.
  • the shuttle conveyor which receives the cargo from auxiliary conveyor 44 and hopper 43, can then be used to move the cargo over the side to a stockpile within the dock.
  • the invention has important economic advantages as regards the speed with which unloading operations may be carried out, being easily capable of removing cargo at the rate of fifteen hundred tons an hour.
  • the crane forming part of the invention may, if desired, be re versed so as to coact with a receiving cage at the forward end rather than one at the after end of the vessel; in either case, the crane may be used to advantage whether the hatches happen to be arranged in pairs or take the 'of the type colloquially referred to as self-unloaders.
  • Cargo of kinds that such vessels cannot handle, such as iron ore, can be handled without difficulty by vessels utilizing the present invention.
  • a self-unloading unit comprising a moveable framework incorporating a frame-like base adapted to fit over a hatch in the deck of the vessel; one or more cargo scoops supported from the framework each of which is moveable athwartship in a locus extending at right angles to the longitudinal axis of the vessel; hopper means within the framework beneath the loci of said cargo scoops, the discharge zone of said hopper means being substantially centrally located in relation to said base; at least one conveyor extending longitudinally of the vessel from said discharge zone to the periphery of the framework; and, at the periphery of the framework, a second conveyor for receiving and conveying away cargo discharged from said first conveyor, said second conveyor being bodily moveable into and out of a non-operating position in which it is disposed between the two sides of the vessel.
  • a self-unloading unit as in claim 1 in which, when the vessel is at sea, said second conveyor is disposed symmetrically of the unit.
  • a self-unloading unit as in claim 2 in which said second conveyor is incorporated in a moveable boom.
  • a self-unloading unit comprising a movable framework incorporating a frame-like base adapted to fit over a hatch in the deck of the vessel; one or more cargo scoops supported from the framework each of which is moveable athwartship in a locus extending substantially at right angles to the longitudinal axis of the vessel; hopper means within the framework beneath the loci of said cargo scoops, the discharge zone of said hopper means being substantially centrally located in relation to said base; at least one conveyor extending longitudinally of the vessel from said discharge zone toward the periphery of the framework; and, below the discharge zone of said longitudinally extending conveyor, a second conveyor of the shuttle type mounted for bodily movement athwartship.
  • a self-unloading unit as in claim 6 in which said second conveyor is provided with wheels in engagement with said transversely extending ways.
  • a self-unloading unit comprising a moveable framework incorporating a frame-like base adapted to fit over a hatch in the deck of the vessel; one or more cargo scoops supported from the framework each of which is moveable athwartship in a locus extending substantially at right angles to the longitudinal axis of the vessel; hopper means supported within the framework beneath the loci of said cargo scoops, the discharge zone of said hopper means being substantially centrally located in relation to said base; at least one conveyor extending longitudinally of the vessel from said discharge zone toward the periphery of the framework; and, below the discharge zone of said longitudinally extendingconveyor, a boom incorporating a second conveyor for moving the cargo dischargedby said longitudi nally extending conveyor from the inboard to the outboard end of the boom, the inboard endof said boom being supported from said base in a position such that the boom can be. swung through a horizontal arc of approximately l.' 1
  • a self-unloading unit comprising a moveable framework incorporating a frame-like base adaptedto fit over a hatch in the deck of the vessel; a cargo scoop supported from the framework which cargo scoopis moveable in a locus extending tr versely. to the longitudinal axis of the vessel; a hopper supported from the framework beneath the locus of said cargo scoop, said hopper having its discharge zone located substantially centrally of said base; a plurality of auxiliary conveyors aligned with each other within the framework, said auxiliary conveyors extending longitudinally of the vessel from said discharge zonetoward the ends of the unit; and, at the discharge end of each ofsaid auxiliary conveyors, a bodily moveable conveyor for conveying the cargo beyond the side of the vessel.
  • a self-unloading unit as in claim 9 in which one of the two bodily moveable conveyors takes the form of a shuttle conveyor.
  • a self-unloading unit as in'claitn 9 in which: one of the two bodily moveable conveyors is incorporated in a moveable boom.
  • a self-unloading unit comprising a moveable framework incorporating an open frame-like base adapted to fit over a hatch in the deck of the vessel; one or more trolley supported cargo scoops suspended over the opening in the base each of which is moveable within the framework in a predetermined path; a hopper supported from the framework beneath the paths of said cargo scoops, said hopper having its discharge opening located-approximately midway between the sides of said base; two oppositely inclined conveyors extending outward and upward from the discharge opening in the hopper; and two bodily moveable conveyors,
  • a self-unloading unit comprising a moveable framework incorporating an open frame-like base adapted to fit over a hatch in the deck of the vessel; one or more trolley supported cargo scoops suspended over the opening in the base each of which is moveable within the framework in a predetermined path; a hopper supported from the framework beneath the paths of said cargo scoops, said hopper having its discharge opening located approximately midway between the sides of said base; twov oppositely inclined conveyors extending outward and upward from the discharge opening in the hopper; and two bodily moveable conveyors, one below the upper end of each of said oppositely inclined conveyors, for moving cargo beyond the limits of, the'unit, at least one of said bodily moveable conveyors being a shuttle conveyor.
  • a self-unloading unit comprising a moveable framework incorporating an open frame-like base adapted to fit over a hatch in the deck of the vessel; one or more trolley supported cargo scoops suspended over the opening in the base each of which is moveable within the framework in a predetermined path; a hopper supported from the framework beneath the paths of said cargo scoops, said hopper having its discharge opening located approximately midway between the sides of said base; two oppositely inclined conveyors extending outward and upward from .the discharge opening in the hopper; and two bodily moveable conveyors, onelbelow the upper end of each of said oppositely inclinedcon veyors,'for moving cargo beyond the limits of the unit, at least one of said bodily moveable conveyors being incorporated in a moveable boom.
  • 21 self-unloading unit comprising a moveable framework incorporating an 'openframe-like base adapted .to fitover a hatch in the deck of the vessel;
  • one or more trolley-supported cargo scoops suspended over the opening in said base each of which is moveable within the framework in a horizontal path; hopper means supported from the framework beneath the paths of said cargo scoops, said hopper means discharging approximately midway between the sides of said base; a first conveyor extending outward and upward from the discharge zone of the hopper means toward the periphery of the framework with its horizontal projection over the longitudinal axis of the vessel; and, below the outer end of said first conveyor, a second conveyor for moving cargo beyond the limits of the vessel, said second conveyor being incorporated in a pivotally mounted boom supported right angle to the side of the vessel on either side of its longitudinal axis.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Ship Loading And Unloading (AREA)
US560939A 1956-01-24 1956-01-24 Universal self-unloading unit for bulk cargo vessels Expired - Lifetime US2827181A (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
BE564231D BE564231A (forum.php) 1956-01-24
US560939A US2827181A (en) 1956-01-24 1956-01-24 Universal self-unloading unit for bulk cargo vessels
GB13837/56A GB813038A (en) 1956-01-24 1956-05-04 Self-unloading unit for bulk-carrying cargo vessels
DEB40230A DE1183860B (de) 1956-01-24 1956-05-14 Schiffsentladeeinrichtung
FR1154888D FR1154888A (fr) 1956-01-24 1956-06-29 Appareil autonome de déchargement pour cargos contenant des matières en vrac
CH340722D CH340722A (fr) 1956-01-24 1956-10-04 Déchargeur autonome pour bateau marchand

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US560939A US2827181A (en) 1956-01-24 1956-01-24 Universal self-unloading unit for bulk cargo vessels

Publications (1)

Publication Number Publication Date
US2827181A true US2827181A (en) 1958-03-18

Family

ID=24240002

Family Applications (1)

Application Number Title Priority Date Filing Date
US560939A Expired - Lifetime US2827181A (en) 1956-01-24 1956-01-24 Universal self-unloading unit for bulk cargo vessels

Country Status (6)

Country Link
US (1) US2827181A (forum.php)
BE (1) BE564231A (forum.php)
CH (1) CH340722A (forum.php)
DE (1) DE1183860B (forum.php)
FR (1) FR1154888A (forum.php)
GB (1) GB813038A (forum.php)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3143225A (en) * 1960-05-21 1964-08-04 Internat Macgregor Org Conveyor apparatus for the unloading of bulk cargoes from ships
US3143224A (en) * 1960-05-21 1964-08-04 Internat Macgregor Organizatio Apparatus for the loading and unloading of ships
DE1202167B (de) * 1963-11-08 1965-09-30 Beteiligungs & Patentverw Gmbh Umschlaganlage auf einem Schiff
DE1275903B (de) * 1964-12-02 1968-08-22 Krupp Gmbh Bordkrananlage
US3494485A (en) * 1967-10-19 1970-02-10 Mitsui Shipbuilding Eng Chip unloader for ships

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE1006205A3 (nl) * 1992-09-23 1994-06-07 Nagron Mech Handling Werkwijze voor het lossen van een ruimte en inrichting voor het uitvoeren van deze werkwijze.

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1315921A (en) * 1919-09-09 Albert fought
AT80337B (de) * 1918-02-28 1920-03-26 Wilhelm Hollitsche Hollitscher Verladeanlage. Verladeanlage.
US1565875A (en) * 1923-07-28 1925-12-15 Haase George Von Unloading apparatus for vessels
US1580556A (en) * 1922-12-14 1926-04-13 Heyl & Patterson Loading and unloading apparatus
US1681742A (en) * 1925-05-20 1928-08-21 Mcmyler Interstate Company Boat unloader

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1808862A (en) * 1929-03-07 1931-06-09 Harry W Peterson Unloading device

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1315921A (en) * 1919-09-09 Albert fought
AT80337B (de) * 1918-02-28 1920-03-26 Wilhelm Hollitsche Hollitscher Verladeanlage. Verladeanlage.
US1580556A (en) * 1922-12-14 1926-04-13 Heyl & Patterson Loading and unloading apparatus
US1565875A (en) * 1923-07-28 1925-12-15 Haase George Von Unloading apparatus for vessels
US1681742A (en) * 1925-05-20 1928-08-21 Mcmyler Interstate Company Boat unloader

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3143225A (en) * 1960-05-21 1964-08-04 Internat Macgregor Org Conveyor apparatus for the unloading of bulk cargoes from ships
US3143224A (en) * 1960-05-21 1964-08-04 Internat Macgregor Organizatio Apparatus for the loading and unloading of ships
DE1202167B (de) * 1963-11-08 1965-09-30 Beteiligungs & Patentverw Gmbh Umschlaganlage auf einem Schiff
DE1275903B (de) * 1964-12-02 1968-08-22 Krupp Gmbh Bordkrananlage
US3494485A (en) * 1967-10-19 1970-02-10 Mitsui Shipbuilding Eng Chip unloader for ships

Also Published As

Publication number Publication date
BE564231A (forum.php)
FR1154888A (fr) 1958-04-17
CH340722A (fr) 1959-08-31
GB813038A (en) 1959-05-06
DE1183860B (de) 1964-12-17

Similar Documents

Publication Publication Date Title
US2988036A (en) Barge cargo ship
US3687309A (en) Device for transloading floating containers
US5613820A (en) Continuous-operation cargo-transfer equipment
US6390006B1 (en) Sea bulk transfer vessel
US2827181A (en) Universal self-unloading unit for bulk cargo vessels
US6966272B2 (en) Multi-mode ship for transporting vehicles
US5564878A (en) Apparatus and method for continuous handling of bulk materials
US2853968A (en) Apparatus for shipping freight
US1808862A (en) Unloading device
US4483655A (en) Vessel loading method
US2893574A (en) Unloading unit for cargo vessel
US3038432A (en) New type general cargo carrying ship
US2827180A (en) Universal unloading unit for bulk cargo vessels
US3149733A (en) Self-unloader
US3486641A (en) Bulk loader,unloader,and cargo container handling crane and method
US4242026A (en) Self-unloading ship with suspended reclaim scraper
US3536208A (en) Self-discharging bulk cargo vessel
US3386405A (en) Roll-on, roll-off transport vessel
US2792130A (en) Cargo handling device
US5140925A (en) Arrangement in general cargo ships having side port openings
US2938487A (en) Vessel with individually dumpable containers for bulk material
RU2057677C1 (ru) Многоцелевое однопалубное судно
US3400832A (en) Workshop
JPS59220485A (ja) 巾広大型バルクキヤリア
US4065002A (en) Pocket door ship loader