WO2012054970A1

WO2012054970A1 - A marine vessel for and method of transferring roro cargo between vessels at sea

Info

Publication number: WO2012054970A1
Application number: PCT/AU2011/001362
Authority: WO
Inventors: Marcantonio Lucido
Original assignee: National Ports Pty Ltd
Priority date: 2010-10-27
Filing date: 2011-10-26
Publication date: 2012-05-03
Also published as: AU2011320016A1

Abstract

A method of transferring RORO cargo between vessels (10) and (16) at sea is described. The method involves providing a first vessel (10) with: a hull (22) and one or more decks (12) supported by hull; and; a first link span (14) which is supported by the hull (22). The first vessel is sailed to an at sea transfer location and the first link span is located in a docking position where the first link span extends athwart ships beyond the hull. A second marine vessel is sailed to the first marine vessel and docked in a position where the link span lies adjacent but spaced from a bow or stern of the second vessel (6). The space between the link span and the second vessel is bridged by a ramp R and the RORO cargo is rolled between the first and second vessels across the link span (14).

Description

A MARINE VESSEL FOR AND METHOD OF TRANSFERRING RORO CARGO

BETWEEN VESSELS AT SEA

Field of the Invention

The present invention relates to a marine vessel for, and a method of, transferring RORO cargo between vessels at sea.

Background of the Invention

There is a wide variety of marine vessels currently available for the transportation of different types, or combinations, of cargo. Such vessels have a conventional configuration of a hull and a number of decks extending within and across the hull. Some of these vessels are towed by tugs while others are self propelled and have superstructures which include a wheel house and accommodation.

To load goods on and off of these vessels the vessels are required to dock at a port. If some of the goods are in transit to another port they are held at the first port until a second vessel destined for the other port docks. The goods are then loaded onto the second vessel and sailed to the other port. For roll on roll off cargo, the vessel is usually provided with a stern gate and ramp to enable cargo to be driven on and off the vessel.

Transfer of goods between vessels at sea is generally limited to using s flying fox to enable winching of provisions or fuel or water pipes between vessels.

Summary of the Invention

In one accept there is provided a method of transferring RORO cargo between vessels at sea comprising:

providing a first vessel with: a hull and one or more decks supported by hull; and; a first link span supported by the hull;

sailing the first vessel to an at sea transfer location;

locating the first link span in a docking position where the first link span extends athwart ships beyond the hull; sailing a second marine vessel to the first marine vessel and docking the second marine vessel in a position where the link span lies adjacent but spaced from a bow or stern of the second vessel;

bridging the space between the link span and the second vessel; and, rolling RORO cargo between the first and second vessels across the link span.

In one embodiment the method may comprise providing the link span as a movable structure wherein the link span is movable between the docking position and a sailing position where the link span extends a reduced distance from, or lies substantially within a beam of the marine vessel.

In one embodiment the method may comprise mooring the second vessel to the first vessel. In one embodiment bridging the space comprises deploying a ramp of the second vessel to overly the first link span.

In an alternate embodiment bridging the space comprises deploying a ramp of the link span to overly a portion of the second vessel.

In one embodiment the method may comprise placing the first link span in the sailing position when the first vessel is being sailed to the transfer location and moving the first link span to the docking position prior to rolling RORO cargo between the first and second vessels.

In a second aspect there is provided a marine vessel capable of at sea transferring of RORO cargo with a second marine vessel, the marine vessel comprising:

a hull and one or more decks supported the hull; and,

a first link span supported by the hull;

the first link span having a docking position wherein the first link span extends athwart ships beyond the hull and when the second marine vessel is docked along one side of the hull the link span extends across and adjacent but spaced from a bow or stern of the second marine vessel.

In one embodiment the one deck is an upper most deck of the marine vessel. The first link span may be movable relative to the hull from the first docking position to a sailing position where the link span extends a reduced distance from, or lies substantially within a beam of the marine vessel. In one embodiment the first link span lies adjacent a bow or stern of the marine vessel when in the sailing position.

In alternate embodiments the first link span is: retracted into the hull of the marine vessel; pivoted to lie on an uppermost deck of the vessel; pivoted to lie adjacent and extend upwardly of the hull; or, configured to be demountable coupled to the hull.

The link span may be supported on a structure which lies above a water line of the marine vessel. The marine vessel may comprise a hinge system which couples the structure to the hull of the marine vessel and enables the link span to move between the first docking and sailing positions.

The marine vessel may comprise a second link span wherein the second link span extends beyond the hull, the second link span having a second docking position where the second link span is on an opposite side of the hull to the first link span and wherein when a second marine vessel is docked along the opposite side of the hull the second link span extends across and adjacent the bow or stern of the second marine vessel and co-planar with one of the decks of the marine vessel.

The second link span may be movable relative to the hull from the second docking configuration to a or the sailing configuration where the second link span lies adjacent the bow or stern of the marine vessel and substantially within the beam of the marine vessel.

Both the first and second link spans when in their respective docking positions may lie in line with each other.

In one embodiment the first and second link spans when in their respective docking positions may lie co-planar with different decks of the marine vessel. The second link span may be supported on a second structure which lies above a water line of the marine vessel.

The marine vessel may comprise a second hinge system which couples the second structure to the hull and enables the second link span to move between its second docking and sailing positions.

In one embodiment the first link span has an edge that extends for at least 10 meters from and at right angles to a first longitudinal side of the upper deck when in the first docking position.

The first link span may have a minimum dimension of 10m x 10m.

In one embodiment the second link span has an edge that extends for at least 10 meters from and at right angles to a second longitudinal side of the upper deck when in the second docking position.

The second link span may have a minimum dimension of 10m x 10m. Each link span may have a minimum load bearing capacity of 80 tonnes.

The marine vessel may comprise a lower deck located beneath the upper most deck, and a ramp moveable between an access position where the ramp is inclined to enable access between the upper most and lower decks and a sealed position where the ramp lies substantially flush with the upper deck and forms a seal with the upper most deck.

In one embodiment the marine vessel is a barge. In an alternate embodiment the marine vessel is a capesize vessel. Brief Description of the Drawings

Embodiments of the present invention will now be described by way of example only with reference to the accompanying drawings in which: Figure 1 is a plan view of an embodiment of the marine vessel showing link spans in their respective docking positions;

Figure 2 is a side view of the marine vessel shown in Figure 1 ;

Figure 3 is a front view of the marine vessel shown in Figure 1 ;

Figure 4 is a plan view of the embodiment of the marine vessel shown in Figure 1 but with the link spans in their respective sailing positions;

Figure 5 is a section view of a second embodiment of the marine vessel;

Figure 6 is a side view of the marine vessel in Figure 5; Figure 7 is a schematic representation of the marine vessel shown in Figures 5 and 6; and,

Figure 8 is a section view of a third embodiment of the marine vessel. Detailed Description of Preferred Embodiment

Figures 1 -4 illustrate a first embodiment of a marine vessel 10 in accordance with the present invention. In broad terms, the marine vessel 10 comprises an upper deck 12 and one or more (and in this particular instance two) link spans 14a and 14b

(hereinafter referred in general as "link span 14" in the singular, or "link spans 14" in the plural). In this embodiment the marine vessel is in the general form of a barge.

Each link span 14 is moveable from a docking position (shown in Figure 1 ) where the link span 14 extends athwart ships beyond hull 22, and a sailing position shown in Figure 4, where the link span lies adjacent from a bow or stern of the marine vessel and substantially within a the beam (i.e. greatest width) of the vessel 10. When a link span 14 is in the docking position, a vessel such as a roll-on/roll-off vessel 16 is able to be disposed relative to the marine vessel 10 so that a longitudinal side (ie, port or starboard side) of vessel 16 lies parallel to an adjacent longitudinal side (ie, port or starboard side) of the marine vessel 10 with the link span 14 extending across and adjacent, but spaced from, a stern of the vessel 16. The spacing between the link span 14 and second vessel is small and bridged by a ramp R. The ramp R may conveniently be the standard ramp R of vessel 16 used for conventional ship to shore loading of RORO (roll on roll off) cargo on and off the vessel 16. The ramp is deployed to overlie the link span 14 and the RORO cargo can then be driven or otherwise rolled between vessels 10 and 16. For example, with reference to Figure 1 , a truck in say a hold of vessel 16 can be driven from vessel 16 along ramp R that extends from stern 18 across link span 14a onto upper deck 12. Of course the RORO cargo can be transferred in the reverse direction form vessel 10 to vessel 16. The transfer of RORO cargo, irrespective of the direction, is performed directly between vessels 10 and 16 at sea.

The first vessel 10 may be anchored at sea prior to the second vessel 10 reaching it. When the second vessel 16 reaches the first vessel it can be moored to the second vessel using mooring ropes. Additionally or alternately the second vessel can drop anchor. Buffers can be provided along the port and/or starboard sides of vessel 10.

In this embodiment irrespective of whether a link span 14 is in the docking or sailing position, link span 14 is also coplanar with the upper deck 12. Link spans 14 are supported on respective structures 20a and 20b (hereinafter referred to as "structure 20" in the singular and "structures 20" in the plural). Each structure 20 is configured so as to lie above a normal waterline of the marine vessel 10. By this arrangement, the structures 20 do not add any substantive drag to marine vessel 10 when sailing. Nevertheless, it is envisaged that the structures 20 may have an alternate configuration where they do lie beneath the waterline. Even in this configuration, drag on the marine vessel 10 is minimized when the decks 14 are in the sailing position (shown in Figure 4) since the decks 14 would lay within the width of upper deck 12. It is envisaged that when marine vessel 10 is being sailed, for example by way of being towed by a tug, and the link spans 14 are in their respective sailing position, they would lie adjacent the stern of the marine vessel 10 and thus

longitudinally of upper deck 12. Having the link span 14 in the sailing position also facilitates entry and exit of a dock or a dry dock. When in the docking position the structure 20 and associated link span 14 acts as a load bearing cantilever supporting its own weight and the load of RORO cargo travelling or parked thereon. This is in contrast to a conventional ramp which must be supported at its distal end to prevent collapse. A hinge system 24 couples link span 14a to hull 22 enabling the link span 14a to pivot or swing between its docking and sailing positions. Similarly, a hinge system 24b couples link span 14b to hull 22 to enable link span 14b to pivot or swing between its docking and sailing positions. Mechanical latches may be provided (not shown) for releasably locking the link spans 14 in their respective docking or sailing positions.

In one embodiment, actuators such as hydraulic rams or an arrangement of motors and pulleys may be used to effect movement of link spans 14 between their docking and sailing positions. Further an elevator system can be incorporated in or otherwise associated with the link span 14 to enable vertical motion of the link span when in the docking position. This enables the link span 14 to be moved vertically up or down. This motion can occur to position the link span at an appropriate level relative to the vessel 16 to allow transfer of RORO cargo without undue gradient of the ramp R. Further this motion can occur when the link span is loaded with RORO cargo. Also by providing the elevator system RORO cargo can travel an entry/exit point on vessel 12 at a level other than the upper most deck.

It is further envisaged that an additional ramp (not shown) can be provided at each deck of vessel 10 to bridge any substantial difference in level between a link span and that deck to thereby reduce an otherwise overly steep gradient at ramp R. Thus in this arrangement RORO cargo would traverse two ramps, one at each end of link span 10 and both of moderate and acceptable gradient, rather than attempt to traverse an overly steep ramp R between link span 14 and vessel 16. This arrangement may be useful when the link span 10 does not incorporate an elevator system.

In the illustrated embodiment, when the link spans 14 are in their docking position, they lie in line with each other. Further, respective hinge systems 24 are located near opposite corners of upper deck 12. However in alternate configurations, when two link spans 14 are provided, each link span may be at diagonally opposite corners of upper deck 14.

It is envisaged that some embodiments of marine vessel 10 may be dimensioned so that the upper deck 12 has an area of at least 8,000 m² to 24,000 m², with the link spans 14 having a minimum dimension of 5 meters x 5 meters. When the link spans 14 are dimensioned in this manner, an edge of link span 14 when in the docking position would extend for at least 5 meters at right angles to a longitudinal side of upper deck 12. Decks 14 and associated structures 20 may be configured to have a minimum load bearing capacity of 10 tonnes. In one embodiment for example the link span may have a dimension of at least 10 x 10 meters and load capacity of at least 80 tonnes. Marine vessel 10 is formed with a plurality of decks or levels with access provided between the decks by respective ramps. For example, in the illustrated embodiment, marine vessel 10 is provided with three decks namely upper level or upper deck 12, a middle level or deck 26 and a lower level or deck 28. A ramp 30 provides access between upper deck 12 and middle deck 26. Ramp 30 is pivotally coupled at one end to upper deck 12 and resides substantially within an opening 32 in upper deck 12. Ramp 30 is moveable between an inclined position shown in Figure 2 where ramp 30 extends from upper deck 12 to middle deck 26; and, a substantially sealed position where ramp 30 lies substantially flush with upper deck 12 and forms a substantial seal with the upper deck 12 about opening 32. When ramp 30 is in the inclined position, vehicles can for example drive between upper deck 12 and middle deck 26. When ramp 30 is in the sealed position, water is unable to flow through opening 32 into marine vessel 10.

Ramp 34 enables access between middle deck 26 and lower deck 28 and is of substantially the same construction and operation as ramp 30. Thus ramp 34 can move between the inclined position shown in Figure 2 enabling a vehicle to travel between decks 26 and 28; and, the sealed position where ramp 34 lies substantially flush with middle deck 26 and forms a seal to prevent influx of water from middle deck 26 into lower deck 28.

Thrusters (not shown) may be provided at one or more locations to enable steering of the marine vessel 10. For example a thruster can be positioned at each corner of marine vessel 10 to assist in maneuvering the marine vessel 10 particularly into and out of a port or dock.

A second embodiment of a marine vessel in accordance with the present invention is shown in Figures 5 to 7. In describing this embodiment the reference numbers used to denote features of the same or similar function and/or operation as the first embodiment comprise the numbers used for the first embodiment incremented by 100.

The substantive differences between vessels 1 10 and 10 lies in (a) the "base" vessel used and (b) the manner of attachment and motion of the link spans 114a and 1 14b. The vessel 1 10 is based on a capsize vessel. In contrast vessel 10 would ordinarily need to be built from scratch as normal existing barges are too small for many of the applications contemplated. As a consequence vessel 1 10 may be formed by modifying an existing (e.g. decommissioned) capsize vessel to incorporate say ramps 130 and 134 and to attach the link spans 1 14. Use of a capsize vessel also provides vessel 1 10 with a superstructure 150 having a wheel house and accommodation for crew. Also in this embodiment the vessel 1 10 has three decks below its upper deck 112, namely, in descending order, deck 126, deck 127 and deck 128. The link spans 1 14 may be moved between the docking position and sailing position in a variety of ways. The vessel 1 10 may be configured so that the link spans 1 14 are demountably coupled to the hull of vessel 1 10 to enable the link spans to be lifted into place or removed with say a crane. In this example a tongue and slot arrangement can be provided to facilitate coupling and decoupling of the hull and link spans 1 14. Alternately the link spans could be fixed by hinges that enable pivoting motion about an axis parallel to the upper deck. The link spans can be rotated by 90° form the sailing position to the docking position where the link spans lie on the upper deck 1 12. In yet another but more complex variation the vessel 1 10 can be arranged so that the link spans 1 14 retract into the hull when in the docking position.

It is not an essential requirement that the link spans are coplanar with the upper most deck 1 12 or that the link spans are at the same level as each other when in their docking positions. For example with specific reference to Figure 8 the link spans 1 14a and 1 14b are arranged to be co-planar with the deck 126 (being the deck immediately below the upper deck 1 12) when in their docking positions. In Figure 8 the link span 1 14a is shown in its docking position while link span 1 14b is shown in its sailing position. In the sailing position the link spans 1 14 are pivoted or swung to lies adjacent and extend upward of the hull 122. Locating a link span to be co-planar with a deck other than the upper most deck enables the marine vessel to accommodate docking vessels of different freeboard.

In yet a further embodiment where the vessel has two or more link spans the link spans may be at different heights or levels to each other when in their docking positions. For example the link span 1 14a in figure 5 may be co planar with upper deck 1 12 while link span 1 14b may be co-planar with deck 126 when in their respective docking positions. ln yet a further variation at least one of the link spans may be coupled via an elevator to the hull so that the level of the link span can be varied.

In embodiments where a link span is co-planar with a deck below the upper most deck the hull is provided with a watertight hatch that can be selectively opened and closed to enable movement of goods between that deck and the link span.

As vessel 1 10 is based on a capsize vessel it has its own propulsion, control and navigation systems.

Embodiments of the vessel 10 may be constructed from scratch of a marine vessel; or, by modifying an existing marine vessel such as a barge or cape size vessel.

In one possible practical application the marine vessel 10 may act as an at sea goods transfer post as well as a floating supply and repair facility, medical center and recreation facility. Moreover the vessel may act as a mobile port. This may be of significant benefit for high traffic ports where vessels may be held at sea for days or even weeks awaiting berths to off load or received RO O cargo. The vessel 10 enables the transfer of RORO cargo at sea to alleviate port congestion and substantially reduce shipping costs by minimizing or totally avoiding delays in transfer of goods.

In embodiments of the method of transferring RORO cargo between vessels at sea it will be recognised that the requirement for the link spans to be able to move between the sailing and docking positions in not critical. According in one embodiment the method can be practised with a vessel having link spans which are unable to move between docking and sailing positions. In such an embodiment the link spans may incorporate an elevator system as described above. Now that an embodiment of marine vessel 10 has been described in detail, it would be apparent to those skilled in the relevant arts that numerous modifications and variations may be made without departing from the basic inventive concepts. For example, the illustrated marine vessels 10, 1 10 are shown as comprising two link spans 14, 1 14. However marine vessel 10, 1 10 may be formed with a single link span, or three or four link spans. Further, link spans 14, 1 14 are shown to have a docking position in which they extend laterally from a port or starboard side of marine vessel 10, 1 10. However in an alternate configuration, one or more link spans 14, 1 14 may be arranged to have a docking position in which the link span extends from the bow or stern of marine vessel 10, 1 10. In such a variation, the docking and sailing position for the link span is the same and accordingly the link span may be fixed to the hull rather than being moveable about a hinge system 24. Further, the dimensions mentioned hereinbefore relating to the area of the link span and upper deck is exemplary only. It is further envisaged that the vessel 10 may be provided with a ramp, in addition to or as an alternative for the ramp R for bridging a gap between vessels 10, 16 and facilitating the transfer of RORO cargo. All such modifications and variations together with others that would be obvious to persons of ordinary skill in the art are deemed to be within the scope of the present invention, the nature of which is to be determined from the above description and the appended claims.

Claims

Claims:

1 . A method of transferring RORO cargo between vessels at sea comprising: providing a first vessel with: a hull and one or more decks supported by hull; and; a first link span supported by the hull;

sailing the first vessel to an at sea transfer location;

locating the first link span in a docking position where the first link span extends athwart ships beyond the hull;

sailing a second marine vessel to the first marine vessel and docking the second marine vessel in a position where the link span lies adjacent but spaced from a bow or stern of the second vessel;

2. The method according to claim 1 comprising providing the first link span as a movable structure wherein the link span is movable between the docking position and a sailing position where the link span extends a reduced distance from, or lies substantially within a beam of the marine vessel.

3. The method according to claim 1 or 2 comprising mooring the second vessel to the first vessel.

4. The method according to any one of claims 1 to 3 wherein bridging the space comprises deploying a ramp of the second vessel to overly the first link span.

5. The method according to any one of claims 1 to 3 comprising wherein bridging the space comprises deploying a ramp of the link span to overly a portion of the second vessel.

6. The method according to any one of claims 2 to 5 comprising placing the first link span in the sailing position when the first vessel is being sailed to the transfer location and moving the first link span to the docking position prior to rolling RORO cargo between the first and second vessels.

7. A marine vessel capable of at sea transferring of RORO cargo with a second marine vessel, the marine vessel comprising: a hull and one or more decks supported the hull; and,

a first link span supported by the hull;

8. The marine vessel according to claim 7 wherein the first link span is movable relative to the hull from the docking position to a sailing position where the link span extends a reduced distance from, or lies substantially within a beam of the marine vessel.

9. The marine vessel according to claim 7 or 8 wherein the link span is supported on a structure which lies above a water line of the marine vessel.

10. The marine vessel according to claim 9 comprising a hinge which couples the structure to a hull of the marine vessel and enables the link span to move between the first docking and sailing positions.

1 1. The marine vessel according to any one of 7 to 1 1 comprising a second link span wherein the second link span is supported on the hull, the second link span having a second docking position where the second link span extends beyond the hull and is on an opposite side of the upper deck to the first link span and wherein when a second marine vessel is docked along the opposite side of the hull the second link span extends across and adjacent the bow or stern of the second marine vessel and co-planar with one of the decks of the marine vessel.

12. The marine vessel according to claim 1 1 wherein the second link span is movable relative to the hull from the second docking configuration to a or the sailing configuration where the second link span lies adjacent the bow or stern of the marine vessel and substantially within the beam of the marine vessel.

13. The marine vessel according to claim 12 wherein the first and second link spans when in their respective docking positions lie in line with each other.

14. The marine vessel according to any one of claims 1 1 to 13 wherein the second link span is supported on a second structure which lies above a water line of the marine vessel.

15. The marine vessel according to claim 14 comprising a second hinge which couples the second structure to the hull and enables the second link span to move between its second docking and sailing positions.

16. The marine vessel according to any one of claims 7 to 15 wherein the first link span has an edge that extends for at least 10 meters from and at right angles to a first longitudinal side of the hull when in the first docking position.

17. The marine vessel according to any one of claims 7 to 16 wherein the first link span has a minimum dimension of 10m x 10m.

18. The marine vessel according to any one of claims 1 1 to 17 wherein the second link span has an edge that extends for at least 10 meters from and at right angles to a second longitudinal side of the hull when in the second docking position.

19. The marine vessel according to any one of claims 1 1 to 17 wherein the second link span has a minimum dimension of 10m x 10m.

20. The marine vessel according to any one of claims 7 to 19 wherein each link span has a minimum load bearing capacity of 80 tonnes.

21. The marine vessel according to any one of claims 7 to 20 comprising an upper deck and a lower deck located beneath the upper deck, and a ramp moveable between an access position where the ramp is inclined to enable access between the upper and lower decks and a sealed position where the ramp lies substantially flush with the upper deck and forms a seal with the upper deck.

22. The marine vessel according to any one of claims 7 to 21 wherein the or each link span lies adjacent a bow or stern of the marine vessel when in the sailing position.

23. The marine vessel according to any one of claims 7 to 21 wherein the or each link span is retracted into the hull of the marine vessel or pivoted to lie on the upper deck when in the sailing position.

24. The marine vessel according to any one of claims 7 to 22 wherein marine vessel is configured so that the link spans are demountably coupled to the hull of vessel to enable the link spans to be lifted into place to couple to the hull; or lifted to be decoupled and removed form the hull.

25. The marine vessel according to any one of claims 7 to 24 wherein the marine vessel is a barge or a capsize vessel.