US3414143A

US3414143A - Marine terminal facility

Info

Publication number: US3414143A
Application number: US593548A
Authority: US
Inventors: Gordon L Scott
Original assignee: Gordon L. Scott
Current assignee: GORDON L SCOTT
Priority date: 1966-11-10
Filing date: 1966-11-10
Publication date: 1968-12-03
Anticipated expiration: 1985-12-03

Description

MARINE TERMINAL FACILITY 'Filed Nov. 10', 1966 I 2 Sheets-Sheet 1 INVENTOR P Gordon L.ScoH

Dec. 3, 1968 e. L. SCOTT 1 3,414,143

MARINE TERMINAL FACILITY Filed Nov. 10, 1966 2 Sheets-Sheet 2 Gordon LSCO'H INVENTOR United States Patent 3,414,143 MARINE TERMINAL FACILITY Gordon L. Scott, 1410 NE. Marine Drive, Portland, Oreg. 97211 Filed Nov. 10, 1966, Ser. No. 593,548 9 Claims. (Cl. 214-14) ABSTRACT OF THE DISCLOSURE The terminal facility comprises a crane with spaced pedestals supporting an elongated trolley-supporting frame spanning the pedestals, one pedestal being movable along a path defined along a wharf or pier and the other pedestal being movable along a path adjacent the Wharf defined along a bottom underlying the water which floats vessels moored at the facility.

This invention relates to a marine terminal facility, and more particularly to crane apparatus which may be employed in a terminal facility located adjacent a body of water, to transfer loads to and from a cargo-carrying vessel docked in the facility.

To obtain efficient and practical operation in such a facility, there are a number of factors which must be considered. For instance, and considering a typical ship loading operation, it is usually preferable in such a facility to moor a vessel in a given location alongside a wharf or pier, and to accomplish all loading from one side of the vessel and without subsequent moving of the vessel from its original position. Thus, any crane apparatus used to handle loads with a vessel tied up as indicated should be capable of reaching from one side of the vessel any location on the vessel where loads are intended to be placed.

Additionally, it is desirable that such crane apparatus neither occupy an excessive amount of space on a dock, nor obstruct any channel or waterway along which ships move into and out of the facility.

The size and breadth of beam characterizing ships constructed in recent years have introduced special problems. Further explaining, the usual wharf or pier crane includes a cantilevered boom which is swung down over a ship in the reaching of different locations thereon. Where a ship has considerable breadth of beam, a boom of comparable length is required, which makes necessary the inclusion in the crane of a relatively massive counterweight for the purpose of properly balancing the boom. Many existing wharfs or piers are incapable of properly supporting the heavy loading which such a crane produces without extensive modification. Increased cost is involved in building any new facility capable of mounting the crane. The crane itself represents a considerable capital outlay. Even where suitable provision is made for counterbalancing the boom, there are other problems which must be considered, such as providing proper stability whereby the crane may withstand wind extremes in the locality where the crane is installed, providing necessary clearance to accommodate the boom when the crane is moved, etc.

A general object of the present invention, therefore, is to provide, in a terminal facility of the type indicated, novel crane apparatus for transferring loads to and from a vessel docked in the facility.

More particularly, an object of the invention is to provide such apparatus which is particularly suited to transfer loads to and from relatively broad beamed vessels, without the disadvantages noted above in connection with conventional constructions.

Another object is to provide such apparatus wherein the crane is partially supported by means located to one side of a wharf or other loading platform in the facility, with 3,414,143 Patented Dec. 3, 1968 such supporting means so organized as not to interfere with the movement of a vessel to a moored position beside the wharf.

According to the invention, a crane is contemplated featuring an elongated, elevated, trolley-carrying frame which, in operative position, extends transversely of a moored vessel. A lifting beam or other assembly depending from a trolley on the frame may be used to raise and lower loads and to move them laterally of the vessel. Providing support for the frame and trolley are a pair of spaced-apart pedestals which the frame spans adjacent the top of the pedestals. With a ship moored beside the wharf, the pedestals straddle the ship. One of the pedestals is mounted for movement along a path defined along the wharf or pier. The other pedestal, referred to as a marine pedestal, is mounted for movement along another path defined along the bottom which underlies the body of water floating the vessel. Because this other path is submerged in water, it need not interfere with normal movement of a vessel into a position for mooring. By the inclusion of such other pedestal, the frame and associated structure is effectively stabilized without excessive burdening of the dock or wharf.

Yet another object of the invention is to provide such apparatus where the marine pedestal which moves along a submerged path includes a floatation chamber effective through being buoyed by the Water to provide partial support for the pedestal.

A still further object of the invention is to provide a terminal facility of the type indicated, which also comprises novel dry dock means located adjacent one end of the path which is submerged, for receiving the marine pedestal. It is contemplated that the crane may be op erated to'move the pedestal into a chamber in the dry dock means which may be pumped free of 'water, to facilitate the inspection and maintenance of the base of the pedestal.

Another object is to provide novel scanning means adjacent the base of the pedestal which moves along the submerged path, adapted to enable monitoring of the conditions of the path over which the pedestal moves.

These and other objects and advantages are attained by the invention, and will become more fully apparent as the description which follows is read in conjunction with the accompanying drawings, wherein:

FIG. 1 illustrates, in perspective, portions of a terminal facility embodying crane apparatus as contemplated;

FIG. 2 illustrates, on an enlarged scale, portions of the base of a pedestal forming part of the crane apparatus;

FIG. 3 is a view similar to FIG. 2, but illustrating a modified form of the invention;

FIG. 4 is a somewhat simplified plan view, showing on a reduced scale the terminal facility of FIG. 1; and

FIG. 5 is a view similar to FIG. 4, but illustrating a terminal facility according to yet another modification of the invention.

Turning now to the drawings, and with reference first of all to FIG. 1, shown generally at 10 is a terminal facility including an elongated pier or platform 12 located above and adjacent a body of water 14 in a slip beside the pier. Moored alongside the pier is a ship or floating cargocarrier 18.

Terminal facility 10 includes a traveling crane designated at 20. In general terms, crane 20 comprises a pair of spaced-

apart pedestals

24, 26, and an elongated, elevated substantially horizontal frame 22 joined to and spanning the upper extremities of the pedestals. During unloading of ship 18, frame 22 extends transversely of the ship, and the ship is straddled by

pedestals

24, 26 which are located on opposite sides of the ship.

In the embodiment of the invention illustrated, pedestal 24 comprises a pair of elongated, spaced-apart, substantially upright legs 24a, 24b, with upper end fastened adjacent one end of the elongated frame. The lower ends of the legs are joined together by a connecting member 240. Mounted on the pedestal adjacent the base of leg 24a is a truck assembly 28, including multiple flanged wheels 28a. Mounted on the pedestal adjacent the base of leg 24b is a similar truck assembly 30 journaling flanged wheels 30a. The wheels of the truck assemblies ride upon an elongated rail 32 which extends along the length of the pier and functions to define a travel path for a pedestal 24.

The wheels in the truck assemblies are rotated under power to produce movement of the pedestal. Thus, shown adjacent the top of the truck assemblies are a pair of

motors

34, 36, which may be electric motors, and which have their output shafts suitably connected to the wheels in the truck assemblies.

Pedestal 26, which is the marine pedestal, has a greater length in a vertical direction than pedestal 24. While the top of the marine pedestal may normally be at approximately the same elevation as the top of pedestal 24, the base of the pedestal extends below the base of pedestal 24 and is submerged in the body of water 14 which serves to float ship or vessel 18. Pedestal 26, like pedestal 24, may comprise a pair of spaced-apart legs 26a, 26b with upper ends suitably joined to frame 22. Supporting the base of the pedestal are a pair of

truck assemblies

36, 38, including wheels 36a and wheels 380, respectively.

With the bottom end of pedestal 26 submerged in water, with movement of the crane the wheels which support the base of this pedestal must move over a submerged supporting surface. Being submerged, a certain amount of debris might be expected to collect on any such surface. To promote ease of rolling of the wheels with minimum impairment of their ability to ride over a surface by reason of a foreign object residing on such surface, it is contemplated that

wheels

36a, 38a have a somewhat larger diameter than the flanged wheels supporting pedestal 24. As a further feature, in the embodiment of the invention illustrated in FIGS. 1 and 2, it is contemplated that the wheels in truck assemblies 36, 38 comprise pneumatic wheels with outer casings, such as that shown at 41, which are inflated with air whereby the outer perimeters of the wheels are resiliently yieldable in a radially inward direction. With such pneumatic wheels, the pedestal is enabled to ride over the usual foreign object without severely jarring or disrupting the position of the pedestal.

Pedestal 26 also includes means defining a floatation chamber at least partially submerged in body of water 18 which floats the vessel. The buoyancy of this chamber provides partial support for pedestal 26 and the elongated frame which is joined to its top. The chamber, indicated by the reference numeral 42 in FIG. 2, comprises a space containing air bounded on opposite sides by

side plates

44, 46 and along the top and bottom by top and

bottom plates

48, 50. As probably best seen in FIG. 1, the side plates have forward and rear margins which curve inwardly, whereby opposite ends of chamber 42 are closed off. The rounded ends produced by the inwardly curving forward and rear margins of the side plates serve to streamline the structure defining the floatation chamber, and thus to reduce the resistance the body of water offers to pedestal movement through the water.

The buoyancy of the floatation chamber may be adjusted by changing the amount of ballast (water) in the chamber. The buoyancy of the floatation chamber is maintained below the level causing actual floating of the marine pedestal.

The wheels in

truck assemblies

36, 38 are also rotated under power. Thus, shown generally at 52, 54 are motors which are supported on the pedestal adjacent the top of the structure defining floatation chamber 42. These motors, which also may be electrically energized, are operatively connected, as by shaft 56 and the gearing partially illustrated in FIG. 2, to the truck assembly wheels for the purpose of rotating the wheels.

The motors are shown disposed on pedestal 26 above the level of the body of water 14. In this way the motors are made more accessible in the event that maintenance or repair work is required. Further, with such a mounting there is no need to provide special motors capable of running while being submerged in water.

In the embodiment of the invention illustrated in FIGS. 1 and 2, the pneumatic wheels which support the base of pedestal 26 travel along an elongated track 60 which extends along the bottom under the body of water 14 in a direction generally parallelling rail 32. This rack which defines a path of travel for the pneumatic wheels has a top surface along its length which is substantially flat and which the pneumatic wheels rolls over on movement of the crane. The track may be made of a number of materials including concrete as shown (preferable in salt water harbors), or wood (which in some facilities may be preferable by reason of permitting ease of com struction).

It is contemplated in the invention that where pedestal 26 includes wheels supporting it as described which are not restrained with respect to lateral movement by the track over which they move, that a motor control be provided for

motors

34, 36 and motors 52, 54, whereby they may be run at an exactly related speed and the flanged wheels 28a, 30a supporting pedestal 24 travel at the same speed as the

pneumatic wheels

36a, 38a supporting pedestal 26. In this way, when the motors are actuated the two pedestals are caused to move along at the same speed wtih frame 22 maintained in its proper transverse position relative to ship 18.

In the embodiment of the invention illustrated in FIG. 3, the base of pedestal 26 is shown supported by truck assemblies including flanged wheels 62 which may be constructed similarly to flanged wheels 28a, 30a described for pedestal 24. With this modification of the invention a path is defined for travel of the wheels by a rail 64, which like track 60 earlier described also extends along the bottom beneath body of water 14. With this modification of the invention, where flanged wheels riding on rails support both pedestals, the wheels, by being restrained by the rails from relative lateral shifting, contribute to maintaining frame 22 in a proper transverse position with respect to the rails and vessel.

Track 60, and rail 64 in the case of the modification of the invention shown in FIG. 3, are located well below the base of any vessel which the facility is intended to handle. In this way movements of any vessel adjacent the wharf are in no way impaired.

Referring again to FIGS. 1 and 2, electronic scanning units 65, 66 may be provided adjacent the base of pedestal 26, at opposite ends of the structure defining the floatation chamber, permitting monitoring of the surface of the track over which the pedestal moves. Considering scanning unit 66, such may comprise a suitable water-tight housing mounted on the pedestal, and enclosing a light source 70 and a television camera 72. Light emanating from the light source illuminates a region of the track adjacent the pedestal, and a picture of the track is picked up by the camera to be relayed to a control cab for the crane, to be described.

The base of the pedestal further includes

fenders

74, 76 at opposite ends of the base of the pedestal, for clearing the track of any large foreign articles which may become positioned over the track. The fenders, which are plow shaped, are secured to the pedestal with their bases closely adjacent the top of the track, and function to divert to one side of the track any foreign objects which they move into with movement of the crane.

Projecting from the pedestal adjacent each fender is a feeler 77 including telescoping sections 77a which slide over one another to permit contraction of the feeler should its outer end come up against a foreign object. Mounted on the outer end of the feeler is a switch including a button 78 which is actuated on the feeler engaging an object. Such switch may be in the control circuit for light source 70 and camera 72, and may function to start the camera and energize the light source when actuated to permit remote viewing of track 60.

Elongated frame 22 includes structure defining a track 80 extending along adjacent the underside thereof, and mounted for movement in a suitable manner along the length of this track is a trolley 82. The trolley has lines or cables 84 depending downwardly therefrom which are attached to a lifting beam 86 or other load attaching means adapted to be secured in a suitable manner to a load whereby with raising of the lifting beam the load will be raised. In FIG. l'the load is represented by a box 88 and the lifting beam is secured in a suitable manner to the top of this box.

Shown adjacent the one end of frame 22 is a machinery house 90. Motors within this house produce movement of the trolley along the length of the frame, and taking in and paying out of the lines depending from the trolley to effect raising and lowering of the lifting beam. Not shown, for reasons of simplicity, are the usual drums, pulleys and associated structure by which with operation of the motors in the' machinery house such movement of the trolley and lines 84 is effected.

Further describing the crane, a control house is shown at 96. This house shelters the operator of the crane, and is provided with the usual controls for controlling the actuation of the motors producing crane movement, and the motors producing trolley movement and movement of the lifting lines described. Also provided within the house is a television receiver connected to the television cameras of the scanning units 66, 68.

While a particular crane has been described including a single trolley movable along the track, obviously the number of such tracks and trolleys may be changed depending upon the size of the facility where the crane is located and the flexibility desired in the crane.

The operation of'the crane described and the various advantages of the crane should be obvious from the above description. Ordinarily, with a ship or vessel approaching the pier for mooring, the crane is moved to adjacent one end of the pier where it is out of the way, and mooring of the vessel may be accomplished with greatest facility. With the vessel tied up along the pier, the crane may be moved along the track and rail described to place frame 22 over the vesselwith pedestals 24, 26 straddling the vessel. With properlocation of the trolley on frame 22, and. appropriate movement of the crane, there is no area over the top of thevessel which cannot be reached with lowering of the lifting beam. No large counterweights are required to obtain balance. Frame 22 may have a length considerably in excess of the usual cantilevered boom in a conventional facility to accommodate handling of the very broad beamed vessels which are being constructed today. The crane has minimal mass, and only a portion of its weight supported by the pier with the remainder being supported by the underwater track and the buoyant floatation chamber described.

Occasionally, the base of pedestal 26 will require servicing, and to facilitate such servicing a construction is contemplated for the facility best illustrated in FIG. 4.

As can be seen in FIG. 4, pier 12 extends out into the body of water from a shoreline generally indicated at 100. Rail 32 and track 60 generally parallel the pier and extend out at an angle (approximately 90 in the embodiment of the invention illustrated in FIG. 4) relative to shoreline 100. Provided at the shoreline adjacent the end of track 60 which is nearer the shoreline is a dry dock 102 comprising a chamber 104 from which water may be pumped. Chamber 104 includes sides 106, a base 108 which has the end of track 60 extending over it, and gates shown in a closed position in solid outline in FIG. 4 but openable to the positions shown in dashed outline to open up the dry dock. With the gates swung open the base of pedestal 26 may be moved into chamber 104 by shifting of the crane to the right in FIG. 4. The dry dock further includes a pump, shown schematically at 112, operable on being energized to expel water from chamber 104. With the crane located with the base of its pedestal 26 in chamber 104, and with gates 110 closed to form a water-tight closure for the chamber, all water in the chamber may be discharged from the chamber, with a dry region resulting surrounding the base of the pedestal facilitating its servicing. With water reintroduced to the chamber, the gates may be swung open and the crane placed back in service.

Considering the modification of the invention shown in FIG. 5, in this facility a wharf is shown in the facility which extends generally parallel to a shoreline 116. A dry dock for pedestal 26 is shown at 118, which is adjacent the shoreline and spaced beyond one end of the wharf. Track 60 and rail 32 have reaches which parallel the shortline, shown at 60a and 32a in-FIG. 5, and reaches 60b, 3217 which curve inland about a substantially common center. Dry dock 118 like dry dock 102 includes openable gates, shown at 120, and a pump, shown at 122, for expelling water from a dry dock chamber shown at 124. Curving reach 60b of the track extends into the dry dock chamber. With such an organization the crane on traveling along the track and rail toward the dry dock may have its marine pedestal swung in an arc to move it into chamber 124. With the pedestal in chamber 124, water may be expelled from the chamber to permit servicing as in the modification of the invention discussed in connection with FIG. 4.

With the modification of the invention shown in FIG. 5, on the crane swinging to move its pedestal 26 into the dry dock, the wheels supporting this pedestal must travel at a somewhat faster speed than the wheels supporting the inland pedestal or pedestal 24. The crane, therefore, is provided with a control system for its motors permitting this differential in wheel speed.

It is claimed and desired to secure by Letters Patent:

1. In a terminal facility including an elongated platform and a body of water extending along one side of said platform, said body of water being disposed over a bottom and having a surface at a lower elevation than the elevation of said platform, crane apparatus for transferring a load between said platform and a cargo carrier floating on such water comprising means defining a first elongated travel path extending along the platform,

a first pedestal having a base mounted for movement along said path,

means on said bottom defining a second elongated travel path which is submerged in the body of water and is spaced laterally outwardly into said body of water from said one side of the platform,

a second pedestal spaced from said first pedestal having a base below the base of the first pedestal mounted for movement along said second path, and

an elongated trolley-carrying frame mounted upon and spanning said first and second pedestals, 'movable along said paths with movement of said pedestals.

2. The terminal facility of claim 1, wherein said means defining said second travel path includes an elongated horizontally disposed supporting surface, and said second pedestal includes a truck supporting its base with pneumatic wheel means adapted to ride on said surface.

3. The terminal facility of claim 2, wherein said means defining said first travel path includes an elongated horizontally disposed rail, and said first pedestal includes a truck supporting its base with flanged wheel means adapted to ride on said rail.

4. The terminal facility of claim 1 where said second pedestal further comprises means forming a floatation chamber located on said second pedestal in a position at least partially submerged in the body of Water, and the buoyancy of said chamber partially supports said second pedestal.

5. The terminal facility of claim 3, which further includes power-operated means for moving the wheel means of the trucks for said first and second pedestals in timed relation to each other.

6. The terminal facility of claim 1, which further comprises dry dock means including a chamber from which Water may be discharged located adjacent an end of said second path, adapted to receive the base of said second pedestal.

7. The terminal facility of claim 6, wherein said platform extends outwardly toward the body of water from a shoreline bounding the body of water, said first and second paths extend at an angle relative to the shoreline, and

said dry dock means is located adjacent the set of ends of I said paths nearer to said shoreline.

8. The terminal facility of claim 6, wherein said platform extends along a shoreline bounding the body of water, said first and second paths have one set of reaches substantially paralleling the shoreline, and a second set of reaches curving inland about a common center, and said dry dock means is located adjacent said second set of reaches.

9. The terminal facility of claim 1, wherein said second pedestal includes a truck supporting its base with submerged wheel means adapted to travel on said second path, and which further includes a motor for operating said wheel means mounted on said second pedestal above said body of water.

References Cited UNITED STATES PATENTS 304,040 8/1884 Snee 212-15 1,440,065 12/1922 Donnelly 2l4-14 2,360,470 10/1944 Brown 2l214 3,104,766 9/1963 Sasadi 214--14 3,247,975 4/1966 Holt et a1. 21213 GERALD M. FORLENZA, Primary Examiner.

F. E. WERNER, Assistant Examiner.