WO2010072904A1

WO2010072904A1 - Passageway for loading and unloading a roll-on/roll-off ship

Info

Publication number: WO2010072904A1
Application number: PCT/FR2009/001071
Authority: WO
Inventors: Philippe Matiere; Marc Buonomo
Original assignee: Matiere
Priority date: 2008-12-23
Filing date: 2009-09-08
Publication date: 2010-07-01
Also published as: FR2940244B1; BRPI0923699A2; JP2012513337A; FR2940244A1; AU2009332806B2; JP5666469B2; AU2009332806A1; AR075112A1; MX2011006864A

Abstract

The invention relates to a passageway (1) for loading and unloading a roll-on/roll-off ship (2), including four modules (4, 12, 13, 16) placed end-to-end at at least one of the ends thereof and bearing on pillars (10, 10', 17). Said modules include: a first module (4) made of at least one metal element (E1 to E3) and connected to the shore; a second module (12) including at least two juxtaposed metal elements (E2), having a width larger than that of the first module (4); a third module (13) including at least two juxtaposed metal elements, having a width at least equal to that of the second module (12) and connected to the latter by a pivot link enabling a top-to-bottom movement of a free end (130) of the third module (13) relative to the second module (12); and a fourth module (16) made of metal elements (7''), connected to the third module (13) and adapted for mooring a roll-on/roll-off ship.

Description

GATEWAY FOR LOADING AND UNLOADING A ROAD SHIP

The invention relates to a bridge for loading and unloading a ro-ro ship.

Some ships, known as Ro-Ro vessels or RO-ROs, are built to transport, inter alia, vehicles loaded and unloaded from the bow or stern of the ship. These vehicles thus pass, by their own means, from the mainland to the interior of the ships and vice versa. These vehicles may be passenger or freight vehicles. Type RO-RO vessels are, for example, ferries suitable for the transport of vehicles or certain military vessels carrying vehicles. Such vessels require a particular means of access, the wharf being adapted to provide continuity between a terrestrial communication path and the interior of the vessel. In particular, the height of the dock must adapt to the access height to the ship's hold, depending on the tides.

For this, US-A-4,441,449 discloses an access ramp provided with an end fixed to the platform and pivotally mounted. The free end of this ramp, intended to be facing the door of a ship, is mounted on floats to adapt to the height of the tides. The floats are connected to a dead body immersed to prevent transverse movements of the ramp. Also known from EP-A-0097088 a floating pontoon for loading and unloading a RO-RO vessel. Such a pontoon can be removably connected to the dock, for example by a telescopic ramp, to load and unload a ro-ro ship, regardless of the tide.

These devices are adapted to so-called deep-water ports, that is to say ports in which the ships can dock regardless of the tide, high or low, the water level in the port remaining sufficient for the ships are always afloat at the dockside. Bridges, made of masonry, of which a terminal part is mobile to adapt to the tide, are also known. Given their weight, these bridges require support on many masonry pillars. Such bridges are complex, time consuming and expensive to implement. Where port infrastructures are non-existent or inadequate, in particular where the possibility of having a deep-sea port is not available, or where the reception structure of a vessel is to be provided temporarily, for example for some ships for military or humanitarian purposes, during a given period, these bridges are not suitable. In addition, when ro-ro ships, including ferries, are used to make maritime connections between islands and / or islands and the mainland, the number of stops requires a significant amount of infrastructure.

It is these drawbacks that the invention intends to remedy more particularly by proposing a bridge for loading and unloading a ro-ro ship that is easy to set up, inexpensive and adaptable to all the topographies, that there is a port in deep water or not.

For this purpose, the invention relates to a bridge for loading and unloading a ro-ro ship, characterized in that it comprises four modules, abutted by at least one of their ends and resting on pillars, these modules comprising:

a first module, formed of at least one metal element and connected to the mainland,

a second module, formed of at least two metal elements, juxtaposed, whose width is greater than that of the first module, a third module, formed of at least two metal elements, juxtaposed, whose width is at least equal to that of the second module and which is connected to the latter by a pivot link allowing a downward movement of a free end of the third module relative to the second module and - a fourth module formed of metal elements, connected to the third module and adapted to ensure the mooring of a ro-ro ship. Such a gateway, made from metal elements, is easy to set up and transport, regardless of the topography of the premises since the length of the modules can be modified by adding or removing elements.

According to advantageous but non-mandatory aspects of the invention, such a gateway may incorporate one or more of the following features:

- Each element of the first three modules comprises at least two beams, held parallel by spacers.

- The elements of the first three modules support, on their upper outer faces, plates defining a rolling path.

- The links between the elements of the first three modules are made by gussets, located at the ends of the beams, in which are inserted axes.

- The connection between the elements of the second and third modules is adapted to allow pivoting of a free end of the third module relative to the second module.

- The maximum amplitude of the pivoting of the free end of the third module is about 15% relative to a median inclined plane defined by a tide of average amplitude. - The race of the third module is limited by a portion of the third module bearing on a beam held by pillars.

- The operation of the third module is performed by a device comprising cylinders and articulated bars.

- Maneuvering the third module is performed by a device comprising against weight, drawbridge type.

- The third module is configured in trapezoid.

- The fourth module is made from butted girders.

- The upper part of the fourth module is equipped with a work area. - The length of an element or beam constituting an element is such that the element or the beam is transportable in a shipping container of a standard size. The invention will be better understood and other advantages thereof will appear more clearly on reading the following description of a gateway according to the invention, given solely by way of example and made with reference to the following attached drawings in which: - Figure 1 is a general perspective view of a gateway according to the invention,

FIG. 2 is a view from above, on a smaller scale, of the bridge of FIG. 1, in the configuration of use, a ship, shown in phantom, being moored to the bridge, FIGS. 3 and 4 are side views, on a different scale, of the bridge of Figure 2 in different positions, depending on the tide, a vessel being shown in phantom, the seabed and the water line being schematized and

FIGS. 5 and 6 are enlarged views of details V and VI of FIG.

FIG. 1 represents a gateway 1, according to the invention, in the configuration of use, ready to receive a ship 2 of ro-ro type. Road vessels are configured so that the loading and unloading of the vehicles they transport is done autonomously. In other words, the vehicles enter and leave the ship on their own. Such ships 2 are usually ferries or military vessels.

The topography of a seabed F with unevenness is shown schematically in Figures 3 and 4, so as to illustrate the use of such a bridge 1 when a port in deep water is not feasible. Such a bridge 1 can also be installed in a deep water port, for example to increase the number of vessels at the same time.

A vehicle 3 is shown during disembarkation in FIG.

A waiting area, for example a parking lot, can be provided on land, at the end of the bridge 1, to accommodate vehicles waiting to board or have already landed.

The gateway 1 comprises a first module 4 whose width is adapted to the traffic of the vehicles 3. This first module 4 is connected by a end 5 to a structure located on the mainland, in this case a masonry structure 6, visible in Figure 2. The length of this first module is variable. It is adapted to the topography of the seabed F, to the amplitude of the tides and / or to the draft of the ships using this bridge 1. For this, the number of pillars on which the module 4 is based is adapted .

In this case, this first module 4 is formed from elements Ei to E ₃ metal prefabricated and abutting at their ends. Ei elements to

E ₃ , in the example, are not all identical. In another embodiment not illustrated, they are all identical. Each element Ei to E ₃ comprises two beams 7.

These beams 7 are metallic and have a polygonal cross section, preferably rectangular. The element E ₂ comprises two beams 7 whose lengths are different from those of the beams 7 of the elements E ₁ and E ₃ . The length L ₇ of each beam 7 is about 11.4 m for those used for the elements E ₁ and E ₃ and about 6 m for those used for the element E ₂ . The two beams 7 are held parallel by metal spacers, not shown, bolted to the facing faces of the beams 7. Such elements Ei to E ₃ are, for example, the known type of FR-B-2 801 328.

U is the width of the module 4, that is to say a horizontal dimension perpendicular to a longitudinal axis AA 'of the bridge and corresponding to the width of a raceway R for vehicles 3. This width I ₄ is, in practice, of the order of 3.5 m and it can be adapted if necessary.

In Figures 1 and 2, the first module 4 is shown with three elements Ei to E ₃ placed end to end. In non-illustrated embodiments, the number of elements used is less than three. Alternatively, it may be greater than three, with the establishment of intermediate pillars.

The connection between the ends of the beams 7 of the three elements E ₁ to E ₃ is achieved by the insertion of an axis into gussets G, visible in FIG. 5. Thus, the length L ₄ of the first module 4 is equal to about 2.5 times the length L ₇ of a beam 7 of 11.4 m.

At the connection of the end 5 of the first module 4 with the work 6, it is possible to provide gussets fixed in the work 6 and cooperating with the gussets G of the beams 7 of the element Ei terminal of the module 4.

A length L ₇ of the beams 7 of about 11, 4 m or 6 m allows easy handling and transport, especially in shipping containers or road of a standard size, namely containers 40 feet long by 8 feet wide.

The assembly of each element Ei to E ₃ of the module 4 is carried out on site, directly on site, from parts delivered separately.

The free end 8 of the module 4, that is to say its end opposite the structure 6, rests on a beam 9 disposed transversely with respect to the longitudinal axis AA 'of the bridge 1. This beam 9 is attached to the upper end of pillars 10 sunk in the seabed F. The pillars 10 are shown in tubular form with circular section. Alternatively, they may be of different section. They are made of metal or masonry. The upper outer face of each element E ₁ to E ₃ supports plates 11 of coating for defining the rolling path R of the vehicles. Either these plates 11 are used as they are and, in this case, they can be solid, as shown, or perforated, or they form the base of a reported coating, for example a resin-based coating loaded with aggregates.

The connection between the gussets G of the beams 7 of the elements Ei to E ₃ butted is carried out so that the rolling path R defined by the module 4 is substantially plane. For this purpose, a locking member, not illustrated, for example a wedge, can be inserted at the joints of assembly, in the upper part, of the beams 7, in order to avoid any downward bending of the elements E ₁ to E _{3 as} well. connected. In a non-illustrated embodiment, no locking member is used in order to preserve a certain flexibility of the connection between the elements E 1 to E 3.

It should be noted that the maximum number of beams 7 that can be connected by their ends, that is to say the number of elements E ₁ and E _{3 that} can be abutted, before being placed on abutments 10, is three. In other words, the maximum range between two distant pillars is about 34 m, since each beam 7 has a maximum length L ₇ of 11.4 m. Such a range is relatively large and can significantly reduce the number of pillars 10 necessary to achieve a gateway 1.

If a rolling path R greater than 34 m in length is to be achieved, at least one intermediate element E ₁ to E ₃ supported by pillars 10 is advantageously used. It is nevertheless possible to have a maximum span between two pillars. 10 neighbor of 45 m, four elements Ei and E ₃ abutting, if the strength of the beams 7 is increased.

The second module 12 of the gateway 1 is made in the same manner as the first module 4, from elements E ₁ to E ₃ formed of beams 7 and of the same type as those used for mounting the first module 4. module 12 shown is of a length L ₁₂ corresponding to that of an element E ₂ , namely about 6 m, it being understood that, in a variant, the module 12 may be made with an element E ₁ or E ₃₎ of a length of 11, 4 m. Alternatively, the beams of the modules 4 and 12 may be of different lengths.

In contrast, the width I ₁₂ of the second module 12 is greater than the width I ₄ of the first module 4. In this case, it is about 8.5 m. For this, the width l- | ₂ of the module 12 is obtained, not by the implementation of a single element, but by the juxtaposition of two elements E ₂ held parallel by spacers.

In other embodiments not shown, the ratio of the widths I _12, ₁₄ between the second 12 and the first 4 modules is different.

The connection between the first and second modules 4 and 12 is made by abutting the beams 7 located opposite the ends of the elements E ₃ and E ₂ of the modules 4 and 12, by means of pins inserted into the gussets G of the beams 7 In other words, the connection between the modules 4 and 12 is identical to the connection between the elements E ₁ to E ₃ constituting the module 4. The beams 7 located on the edges of the module 12, that is to say say the beams 7 edge, are not opposite beams 7 of the module 4. They are not abutting with beams 7 of the element E ₃ of the module 4, but placed on the beams 9. In the example, the rolling path R 'of the second module 12, which is also formed by plates 11 placed on the spacers of the elements E ₂ , is arranged angularly with respect to the rolling path R of the first module 4, when the modules 4, 12 are connected. Here, the rolling path R 'of the second module 12 is inclined towards the sea, in order to adapt to the height of the tides and / or the topography of the seabed F.

In a non-illustrated embodiment, the two rolling paths R and R 'are coplanar.

The length Li ₂ of this second module 12 is also adjustable by adding one or more elements E ₁ to E ₃ . In general, a module 12 of greater length is not justified, on the one hand because it would involve the use of more elements, therefore a cost and a longer assembly time, and secondly because the second module 12 must simply allow, if necessary, to make a half turn to a vehicle or two vehicles intersect.

The second module 12 rests, at its connection zone 120 with the first module 4, on a beam 9 itself bearing on the pillars 10 and on which already rests the first module 4. The other end 121 of the second module 12 rests on another beam 9, similar, supported by pillars 10.

In the case of a second module 12 longer, namely a length Li ₂ greater than 34 m, an intermediate beam may be provided.

The end 121 of the second module 12 is connected to a third module 13 whose width is, in the example, different from that I ₁₂ of the second module 12. In an embodiment not shown, the modules 12 and 13 have the same width and are rectangular and / or square shapes.

Here, the module 13 has a generally trapezoidal shape. The small bi base ₃ has a length identical to the width U ₂ of the second module 12. The length of the base bi ₃ is therefore close to 8.5 m. The large base Bi ₃ of the module 13 has a length close to 11.4 m, which corresponds to a beam 7 of great length. Such a configuration of the module 13 makes it possible to adapt to different ship widths. In this way, even if the ship is not perfectly aligned with the bridge, the length of the base Bi ₃ of the third module 13 is sufficient to ensure access to the interior of the ship safely. In other words, once the doors of the ship open, the length of the base B13 is sufficient to overflow on each side of the doors and avoid any accident.

In the example, the length U ₃ of the module 13 is greater than that Li ₂ of the second module 12. The central element E ₁ or E ₃ used to produce the module 13 comprises beams 7 of the same type as those used for the module 12. Only the lateral beams 7 'of the module 13 are adapted to connect the bases bi ₃ and Bi ₃ of the trapezium.

Alternatively, the length of the third module 13 is less than or equal to that of the second module 12 when the latter comprises several elements Ei to E ₃ abutting in the direction of the length. A rolling path R "is also formed by plates, of the type of the plates 11 used for the modules 4 and 12, placed on spacers connecting the beams 7, T of the third module 13. These plates support a coating or form a caillebottis The connection between the second and third modules 12, 13 is also effected by gussets G fixed at the ends of the beams 7 of the various elements E ₂ and E ₁ or E ₃ respectively belonging to the modules 12 and 13, as illustrated in FIG. This connection is made so as to allow a pivoting, according to the double arrow P, limited and predefined, in the vertical plane of a free end 130 of the third module 13. The maximum amplitude of this pivoting is adapted to tidal, c ' that is to say the difference in height of water between high and low tides, and the length of the module 13. In the example, for a tidal range of about 1.8 m and a length L13 of the module 13 of about 11, 4 m the maximum amplitude of pivoting P is close to 15%, a variation of plus or minus 7.5% with respect to a median inclined plane M defined according to a tide of average amplitude. When the tidal range is different, the length L ₁₃ of the module 13 is adapted to maintain a maximum slope of about 7.5%. Such a slope allows the passage of vehicles without the rupture of slope between the ship and the module 13 or between the modules 12 and 13 hinders the passage of vehicles. The movement of the third module 13 is obtained by the absence of a locking member making it possible to keep coplanar the two rolling paths R 'and R "of the second and third modules 12, 13. The support, in the low position, of the end 133 of the third module 13 on the beam 9 also receiving the end 121 of the second module 12 avoids a greater downward pivoting movement of the third module 13.

Thus, the third module 13 is tiltable relative to a median inclined plane M to easily adapt to a ship door 2, regardless of the water height. This door is then supported on the module 13 with an acceptable slope so that the rise or fall of a vehicle is easy.

The holding in position and the operation of this third module 13 are performed by a device comprising cylinders V, for example hydraulic actuating articulated bars C, shown in Figure 6. The cylinders V are fixed to mats 14 vertical, the articulated bars C being connected to the end 130 of the module 13. The mats 14 are fixed on the ends of pillars 10 'arranged in a tripod and intended to support the large base Bi ₃ of the third module. The cylinders V are connected to the ends of the base Bi ₃ . This base Bi ₃ is formed by a beam 15, advantageously of the same type as the beams 7. The length is adapted so that its ends 150, 151 bear against the vertices 110 of the pillars 10 'when the module 13 is in the low position . The movement of the module 13 is guided at the mats 14, its free end 130 is not fixed.

Alternatively, the device comprises counterweight connected to cables. These counterweights are moved either by means of a thermal or electric engine, or manually by a set of cables and pulleys. This maneuver of the third module 13 can be performed easily by one man. In other words, the third module 13 forms a drawbridge with respect to the second module 12.

A fourth module 16 is formed by abutting beams 7 "and fixed on pillars 17, arranged in a triangle, the beams 7" having a unit length, close to 11.4 m. They are advantageously of a different type of beams 7, T since they do not have to withstand the passage of vehicles. As a variant, the beams 7 "are of the same type as the beams 7, T. Alternatively, the lengths of the beams 7" are different. One end 160 of the fourth module 16 is adjacent to one end

151 of the large base Bi ₃ . In this case, it is secured to a mat 14. Alternatively, it can be fixed on a pillar 10 'located near the mast.

The other end 161 of the fourth module 16 is located towards the open, in a direction parallel to the longitudinal axis AA 'of the bridge 1. This fourth module 16 allows the docking of a ship 2 during the loading operations and unloading. For this, the module 16 is provided, in the upper part, with a working area 18, pedestrian, whose access is via a ladder 19, from the large base Bi ₃ . This zone 18 is equipped with means, not shown, mooring vessels. When a ship 2 is docked at low tide, as shown in the figure

3, the module 13 is inclined towards the water line 20. In other words, the base Bi ₃ of the module is in the lower position, resting on the top 110 of the pillars 10 '.

When mooring occurs at high tide, as shown in Figure 4, the base Bi ₃ is raised. It no longer rests on the top 110 of the pillars 10 "The module 13 is held in this position by the cylinders V.

The raceway R "of the module 13 is, in both configurations, slightly inclined relative to the raceway R 'of the module 12, the loading and unloading of vehicles is facilitated between these two configurations, all positions are achievable in order to adapt the inclination of the module 13 to the water line 20, that is to say to the position of the ship. For this, if necessary, the maximum amplitude of the pivoting P of the module 13 is adapted.

It is possible, as in the embodiment illustrated in the various figures, to provide on the first module 4, two lateral zones 21 pedestrian circulation, delimited by barriers 210. These areas 21 allow pedestrians secure access to the ship. They are reported on the banks of module 4.

Such a bridge 1 is therefore easy to implement and its dimensions can be adapted, both in length and width, as required, provided that the pillars 10, 10 ', 17 are in place on the sea floor F.

Alternatively, it is possible to replace the pillars 10, 10 ', 17, in particular in the case of a bridge 1 for temporary use, by floating caissons.

A gateway 1 is easy to transport in parts and requires little different elements. Indeed, only beams, spacers, bolts, masts, cladding plates and accessories such as barriers, all metal and prefabricated, are necessary to mount a bridge.

Thus, gateways 1 are completely modular and adapted to the submarine relief at a lower cost.

In another embodiment not shown, the first module 4 is disposed on land, only the second, third and fourth modules are located above the water.

Claims

1. Gateway (1) for loading and unloading a ro-ro ship (2), characterized in that it comprises four modules (4, 12, 13, 16) abutting at least one of their ends and taking bearing on pillars (10, 11, 17), these modules (4, 12, 13, 16) comprising:

a first module (4) formed of at least one metal element (Ei to E ₃ ) and connected (6) to the earth,

a second module (12) formed of at least two metal elements (E ₂ ) juxtaposed whose width (U ₂ ) is greater than that (U) of the first module (4),

a third module (13), formed of at least two metal elements, juxtaposed, whose width is at least equal to that (U ₂ ) of the second module (12) and which is connected to the latter by a pivot connection allowing a movement (P) from top to bottom of a free end (130) of the third module (13) relative to the second module (12) and

- A fourth module (16) formed of metal elements (7 ") connected to the third module (13) and adapted to ensure the docking of a ro-ro ship (2).

2. Gateway according to claim 1, characterized in that each element (Ei-E ₃ ) of the first three modules (4, 12, 13) comprises at least two beams (7) maintained parallel by spacers.

3. Gateway according to claim 1, characterized in that the elements (Ei to E ₃ ) of the first three modules (4, 12, 13) support, on their upper outer faces, plates (11) defining a rolling path

(R, R ', R ").

4. Gateway according to one of the preceding claims, characterized in that the connections between the elements (Ei to E ₃ ) of the first three modules (4, 12, 13) are formed by gussets (G), located at the ends of the beams (7, 7 ') in which axes are inserted.

5. Gateway according to claim 1, characterized in that the connection between the elements of the second (12) and third (13) modules is adapted to allow a pivoting (P) of a free end (130) of the third module (13) relative to the second module (12).

6. Gateway according to claim 5, characterized in that the maximum amplitude of the pivoting (P) of the free end (130) of the third module (13) is approximately 15% relative to a median inclined plane (M), defined according to a tide of average amplitude.

7. Gateway according to one of the preceding claims, characterized in that the stroke of the third module (13) is limited by a portion (133) of the third module (13) resting on a beam (9) maintained by pillars (10).

8. Gateway according to claim 5, characterized in that the operation of the third module (13) is performed by a device comprising cylinders (V) and articulated bars (C).

9. Gateway according to claim 5, characterized in that the operation of the third module (13) is performed by a counterweight device, drawbridge type.

10. Gateway according to one of the preceding claims, characterized in that the third module (13) is configured trapezoidal.

11. Gateway according to claim 1, characterized in that the fourth module (16) is made from butted beams (7 ").

12. Gateway according to claim 11, characterized in that the upper part of the fourth module (16) is equipped with a working area (18).

13. Gateway according to one of the preceding claims, characterized in that the length of an element (Ei to E ₃ ) or a beam (7, 7 ', 7 ") constituting an element (Ei to E ₃ ) is such that the element (Ei to E ₃ ) or the beam (7, 7 ', 7 ") is transportable in a shipping container of a standard size.