WO2014006555A1 - Method and system for managing the movement via water of containers - Google Patents

Method and system for managing the movement via water of containers Download PDF

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Publication number
WO2014006555A1
WO2014006555A1 PCT/IB2013/055391 IB2013055391W WO2014006555A1 WO 2014006555 A1 WO2014006555 A1 WO 2014006555A1 IB 2013055391 W IB2013055391 W IB 2013055391W WO 2014006555 A1 WO2014006555 A1 WO 2014006555A1
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WO
WIPO (PCT)
Prior art keywords
containers
loading
unloading
mama
vessel
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Application number
PCT/IB2013/055391
Other languages
French (fr)
Inventor
Antonio REVEDIN
Paolo MENEGAZZO
Alberta PAROLIN
Renato PATIES SIMON
Giorgio CHIARELLO
Payam FOROUDI
Tim HALHEAD
Julia NAMMUNI
Original Assignee
Venice Newport Container And Logistics S.P.A.
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Publication date
Application filed by Venice Newport Container And Logistics S.P.A. filed Critical Venice Newport Container And Logistics S.P.A.
Publication of WO2014006555A1 publication Critical patent/WO2014006555A1/en

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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management

Definitions

  • the present invention refers to a method for managing the movement via water of containers in accordance with the preamble of claim 1.
  • the present invention moreover refers to a system for moving containers via water between two terminals.
  • the problem at the basis of the present invention is that of devising a method for managing the movement of containers via water which has structural and functional characteristics such as to satisfy the aforementioned requirement, at the same time avoiding the drawbacks mentioned with reference to the prior art .
  • FIG. 1 shows a simplified chart showing the system for moving containers via water between two terminals in accordance with the present invention, in which the flowing direction of the containers during the operation of unloading from a container ship is indicated;
  • FIG. 2 shows a simplified chart showing the unloading flow of the containers from a container ship in an offshore terminal according to the invention
  • FIG. 5 represents a schematic view in plan of the offshore terminal according to the invention.
  • FIG. 6a represents a lateral side view of a ma vessel for carrying floating barges
  • figure 6b represents a plan view of the ma vessel of figure 6a;
  • figure 6c represents a plan and partially sectioned view of the ma vessel of figure 6a;
  • figure 6d represents a section view according to line VI-VI of figure 6c and
  • FIG. 7a figures from 7a to 7b represent a schematic sequence given as an example of the loading modality of the floating barges loaded with containers on the ma vessel for carrying floating barges.
  • reference numeral 1 generally indicates a system for moving containers C via water between two terminals, comprising :
  • floating barges 7 without autonomous propulsion driving means, such floating barges 7 being able to come alongside the aforementioned loading/unloading platforms 4, respectively of the first terminal 2 and of the second terminal 3, in an operative loading/unloading position (cf. figure 2), to carry out loading or unloading operations of a plurality of containers C through respective cranes 5;
  • a ma vessel 8 for carrying floating barges 7 (cf . figures 6a-6c) having a structure able to be partially sunk through flooding of air chambers 10, to go from a navigation configuration (cf . figures 7a and 7f) , in which the air chambers 10 are substantially emptied of water to ensure the floatability of the hull of the ma vessel 8 and of its load in navigation with a first draft of the hull, and a loading/unloading configuration, in which the air chambers 10 are at least partially flooded (cf .
  • At least one further platform 9 associated with said second terminal 3 for mooring alongside transoceanic container ships S (cf. figures 1-4), said further platform 9 being fitted out with at least one crane 5 for loading/unloading containers C from a transoceanic container ship S.
  • the first terminal 2 is a land terminal, while the aforementioned second terminal 3 is an offshore terminal .
  • the structure of the offshore terminal 3 foresees an offshore breakwater 13 protecting the platforms 4 and 9.
  • the second offshore terminal 3 comprises a sorting area 12 that is sized for storing an amount of containers C at least equal to the load of containers C transported by two transoceanic container ships, such as to allow the storage in said sorting area 12 of the containers C during the transhipment from floating barges 7 to transoceanic container ships S, and vice-versa.
  • the second terminal could be defined by a land terminal, for example positioned at a few kilometres or more from the first terminal 2 that defines the main terminal but that, for its particular shape or for technical limitations does not allow transoceanic container ships to enter or moor.
  • the aforementioned floating barges 7 have an external bulk, in plan of the order of 24.5m x 58m, preferably with a draft at full load of the order of 3.8m, each capable of transporting a maximum container load C equal to 216 TEU ⁇ Twenty-Foot Equivalent Unit), stacked three containers high. Since the floating barges 7 are intended to be received on board of a ma vessel 8 in the aforementioned navigation configuration (cf . figures 7a and 7f) , such barges can advantageously be without cargo hold hatches, so as to have a simplified and cost-effective structure.
  • the floating barges 7 are equipped with special fixed guides that are suitable for engaging and holding the containers C loaded onto the barges, so as to hold and ensure a stable fastening to the load of containers C without requiring hoisting operations, that is to say without there being the need of lashing the container C.
  • This makes it possible to speed up the loading or unloading operations of the containers C of the floating barges 7.
  • the aforementioned ma vessel 8 for carrying floating barges 7 is a ma vessel that is suitable for tackling an expanse of sea, that is to say capable of also navigating with waves, for example also with waves having a height of the order of 6m .
  • the aforementioned ma vessel 8 for carrying floating barges 7 defines an inner loading space, having dimensions in plan of the order of 150m x 31m, preferably with a draft of less than 8m, capable of receiving and transporting two floating barges 7 with the relative load of containers C in said operative transportation position.
  • the method for managing the movement of containers C via water between a first terminal and a second terminal comprises the steps of:
  • each terminal 2, 3 being equipped with at least one loading/unloading platform 4 fitted out with at least one crane 5 for loading/unloading containers C;
  • floating barges 7 without autonomous propulsion driving means, said floating barges 7 being able to come alongside the loading/unloading platforms 4 of the terminal 2,3, in an operative loading/unloading position (cf. figure 1 or 2), to carry out loading or unloading operations of a plurality of containers C through a respective crane 5;
  • each loading/unloading platform 4 a respective distanced area close to said platform 4 and suitable for receiving floating barges 7 coming from the respective loading/unloading platform 4 or directed to the loading/unloading platform;
  • the ma vessel 8 is a ma vessel that is able to be partially sunk through flooding of air chambers 10 to pass from the navigation configuration (cf. figures 7a and 7f) , in which the air chambers 10 are substantially emptied of water so as to ensure the floatability of the hull of the ma vessel 8 and of its load in navigation with a first draft of the hull, and the aforementioned loading/unloading configuration, in which the air chambers 10 are at least partially flooded (cf .
  • figures 7a to 7f show the loading sequence of two floating barges 7 in the operative transportation position inside the ma vessel 8.
  • the unloading procedure in floating condition of the floating barges 7 occurs in reverse, starting to partially sink the hull through flooding of the air chambers 10.
  • the method according to the invention foresees the storage in said sorting area 12 of the containers C to be transhipped from the floating barges 7 to the transoceanic container ships S, and vice-versa.
  • the method and the system for managing the movement of containers via water according to the present invention makes it possible to satisfy the aforementioned requirement and at the same time makes it possible to overcome the drawbacks we referred to in the introductory part of the present description with reference to the prior art.
  • a double terminal also makes it possible for a land terminal that is unable to receive a transoceanic container ship, i.e. a large ship requiring a draft of a few tens of metres, at its loading/unloading platforms, to receive the containers transported from such a transoceanic container ship.
  • a transoceanic container ship i.e. a large ship requiring a draft of a few tens of metres, at its loading/unloading platforms, to receive the containers transported from such a transoceanic container ship.
  • this is the case of a first terminal positioned close to a coast with shallow seabed or in a river port.
  • the second terminal having at least one platform that is suitable for receiving a transoceanic container ship coming alongside it.
  • the second terminal can be positioned along the coast in a point that is even some tens of kilometres or more from the first terminal or, more preferably that can be identified by an offshore terminal arranged offshore, for example at around ten kilometres or more from the coast, more specifically from the point in which there is the first terminal.
  • the method for managing the movement via water of containers according to the invention is in any case capable of ensuring a performance of the entire port cycle that is absolutely comparable, in terms of the amount, performance, times and costs, to those of the most advanced conventional terminal containers that are capable of receiving and allowing a transoceanic container ship to moor to a platform thereof.

Abstract

A method for managing the movement of containers via water between a first terminal (2) and a second terminal (3) foresees transporting said containers (C) through transportation barges (7).

Description

Method and system for managing the movement via water of containers
DESCRIPTION
The present invention refers to a method for managing the movement via water of containers in accordance with the preamble of claim 1.
According to a further aspect, the present invention moreover refers to a system for moving containers via water between two terminals.
Nowadays, transportation of goods is largely carried out through the use of multipurpose containers, which are very good for transporting various types of goods.
The advantage of using containers comes from the need to move an entire loading container with great dimensions, substantially:
- in a completely independent manner with respect to the type of goods contained in them and
- reducing the possibility of damage and of tampering of the goods transported inside the container in the various moving steps of the latter.
With reference to the containers, it is worth highlighting that, over the years, they have taken up standard dimensions, so as to further facilitate lifting, transportation and storing. In particular, according to the ISO standard Organisation Internationale de Normalisation nowadays used internationally, the outer dimensions of the ISO containers are as follows: 20 feet (= 4.094m) long, 8 feet (= 2.4384m) wide and 8.5 foot (= 2.5908m) high, such a container forming the TEU unit of measurement (acronym for twenty-foot equivalent unit), i.e. the standard measurement of the volume in transporting the ISO containers.
The shipping of goods by means of container has had considerable stimulus especially in the field of sea transport ensured by large transoceanic ships.
The use of large transoceanic ships, now capable of transporting even 18.000 TEU or more, is very advantageous in terms of keeping transportation costs low but, has problems relating to the possibility of docking in ports, in particular in terminals used for carrying out container loading and unloading operations. Indeed, with the exception of large ports or ports of relatively recent construction, the aforementioned large transoceanic ships in addition to having quite considerable dimensions have a draft of even 18 metres or more, which makes it problematic if not impossible for one of said ships to moor to the platform in ports positioned along coasts with a shallow seabed.
The requirement to satisfy is thus that of allowing containers to be loaded and unloaded from large transoceanic container ships, with low infrastructural costs as well as high flexibility, speed and degree of movement of the containers.
The problem at the basis of the present invention is that of devising a method for managing the movement of containers via water which has structural and functional characteristics such as to satisfy the aforementioned requirement, at the same time avoiding the drawbacks mentioned with reference to the prior art .
Such a problem is solved with a method for managing the movement via water of containers according to claim 1.
According to a further aspect, such a problem is solved also by a system for moving containers via water between two terminals according to claim 9.
Further characteristics and advantages of the method and of the system for managing the movement of containers via water according to the present invention shall become clearer from the following description of a preferred embodiment thereof, given as an indication and not for limiting purposes, with reference to the attached figures, in which:
- figure 1 shows a simplified chart showing the system for moving containers via water between two terminals in accordance with the present invention, in which the flowing direction of the containers during the operation of unloading from a container ship is indicated;
- figure 2 shows a simplified chart showing the unloading flow of the containers from a container ship in an offshore terminal according to the invention;
- figures 3 and 4 represent two schematic perspective views of an offshore terminal according to the invention;
- figure 5 represents a schematic view in plan of the offshore terminal according to the invention;
- figure 6a represents a lateral side view of a mama vessel for carrying floating barges;
- figure 6b represents a plan view of the mama vessel of figure 6a;
- figure 6c represents a plan and partially sectioned view of the mama vessel of figure 6a;
- figure 6d represents a section view according to line VI-VI of figure 6c and
- figures from 7a to 7b represent a schematic sequence given as an example of the loading modality of the floating barges loaded with containers on the mama vessel for carrying floating barges.
With reference to the attached figures, reference numeral 1 generally indicates a system for moving containers C via water between two terminals, comprising :
- a first terminal 1 for loading/unloading containers C equipped with a plurality of loading/unloading platforms 4 fitted out with respective cranes 5 for loading/unloading containers C;
- a second terminal 2 for loading/unloading containers C equipped with a plurality of loading/unloading platforms 4 fitted out with respective cranes 5 for loading/unloading containers C;
- floating barges 7 without autonomous propulsion driving means, such floating barges 7 being able to come alongside the aforementioned loading/unloading platforms 4, respectively of the first terminal 2 and of the second terminal 3, in an operative loading/unloading position (cf. figure 2), to carry out loading or unloading operations of a plurality of containers C through respective cranes 5;
- at least a mama vessel 8 for carrying floating barges 7 (cf . figures 6a-6c) having a structure able to be partially sunk through flooding of air chambers 10, to go from a navigation configuration (cf . figures 7a and 7f) , in which the air chambers 10 are substantially emptied of water to ensure the floatability of the hull of the mama vessel 8 and of its load in navigation with a first draft of the hull, and a loading/unloading configuration, in which the air chambers 10 are at least partially flooded (cf . figures 7b-7d) to cause a partial sinking/flooding of the hull of said mama vessel 8 for carrying floating barges 7, so as to allow the entry and support in floating condition of said floating barges 7 in said hull (cf . figure 7c) ;
- at least one further platform 9 associated with said second terminal 3 for mooring alongside transoceanic container ships S (cf. figures 1-4), said further platform 9 being fitted out with at least one crane 5 for loading/unloading containers C from a transoceanic container ship S.
In accordance with the preferred embodiment the first terminal 2 is a land terminal, while the aforementioned second terminal 3 is an offshore terminal .
Preferably, the structure of the offshore terminal 3 foresees an offshore breakwater 13 protecting the platforms 4 and 9.
Preferably, the second offshore terminal 3 comprises a sorting area 12 that is sized for storing an amount of containers C at least equal to the load of containers C transported by two transoceanic container ships, such as to allow the storage in said sorting area 12 of the containers C during the transhipment from floating barges 7 to transoceanic container ships S, and vice-versa.
Alternatively to what has been described above, also the second terminal could be defined by a land terminal, for example positioned at a few kilometres or more from the first terminal 2 that defines the main terminal but that, for its particular shape or for technical limitations does not allow transoceanic container ships to enter or moor.
Preferably, the aforementioned floating barges 7 have an external bulk, in plan of the order of 24.5m x 58m, preferably with a draft at full load of the order of 3.8m, each capable of transporting a maximum container load C equal to 216 TEU {Twenty-Foot Equivalent Unit), stacked three containers high. Since the floating barges 7 are intended to be received on board of a mama vessel 8 in the aforementioned navigation configuration (cf . figures 7a and 7f) , such barges can advantageously be without cargo hold hatches, so as to have a simplified and cost-effective structure.
Preferably, the floating barges 7 are equipped with special fixed guides that are suitable for engaging and holding the containers C loaded onto the barges, so as to hold and ensure a stable fastening to the load of containers C without requiring hoisting operations, that is to say without there being the need of lashing the container C. Of course, this makes it possible to speed up the loading or unloading operations of the containers C of the floating barges 7. The aforementioned mama vessel 8 for carrying floating barges 7 is a mama vessel that is suitable for tackling an expanse of sea, that is to say capable of also navigating with waves, for example also with waves having a height of the order of 6m .
Preferably, the aforementioned mama vessel 8 for carrying floating barges 7 defines an inner loading space, having dimensions in plan of the order of 150m x 31m, preferably with a draft of less than 8m, capable of receiving and transporting two floating barges 7 with the relative load of containers C in said operative transportation position.
In accordance with the invention, the method for managing the movement of containers C via water between a first terminal and a second terminal, comprises the steps of:
- providing two terminals 2, 3 for loading/unloading containers C, each terminal 2, 3 being equipped with at least one loading/unloading platform 4 fitted out with at least one crane 5 for loading/unloading containers C;
- providing at least one mama vessel 8 for transporting the containers C between the aforementioned two terminals 2, 3,
- providing floating barges 7 without autonomous propulsion driving means, said floating barges 7 being able to come alongside the loading/unloading platforms 4 of the terminal 2,3, in an operative loading/unloading position (cf. figure 1 or 2), to carry out loading or unloading operations of a plurality of containers C through a respective crane 5;
- providing for each loading/unloading platform 4 a respective distanced area close to said platform 4 and suitable for receiving floating barges 7 coming from the respective loading/unloading platform 4 or directed to the loading/unloading platform;
- providing a mama vessel 8 suitable for housing and transporting inside it at least two floating barges 7 into an operative transportation position;
- moving said floating barges 7 between an operative loading/unloading position alongside a first platform 4 of a terminal and the respective distanced area close to said first platform 4;
- positioning said mama vessel 8 close to said distanced area close to said first platform 4;
- while said mama vessel 8 is positioned close to said respective distanced area close to said first platform 4, moving said floating barges 7 between said distanced area close to said first platform 4 and said operative transportation position in said mama vessel 8 for carrying floating barges 7;
- transporting said mama vessel 8 containing said floating barges 7 between said respective distanced area of said first platform 4 and the respective distanced area of a second platform 4 of another terminal ;
- while said mama vessel 8 is positioned close to said respective distanced area close to said second platform 4, moving said floating barges 7 in said operative transportation position to unload them from said mama vessel 8 and
- moving said floating barges 7 unloaded from said mama vessel 8 to take them into the operative loading/unloading position alongside said second platform 4.
As previously described, the mama vessel 8 is a mama vessel that is able to be partially sunk through flooding of air chambers 10 to pass from the navigation configuration (cf. figures 7a and 7f) , in which the air chambers 10 are substantially emptied of water so as to ensure the floatability of the hull of the mama vessel 8 and of its load in navigation with a first draft of the hull, and the aforementioned loading/unloading configuration, in which the air chambers 10 are at least partially flooded (cf . figures 7b-7c) to cause a partial sinking/flooding of the hull of the mama vessel 8, with an increase of the draft of the hull with respect to the aforementioned first draft, and allow the entry/exit and the support in floating condition of the floating barges 7 in the hull of the mama vessel 8 (cf . figure 7c) . As a consequence of this the passage of the floating barges 7 from a respective distanced area close to one platform 4 to the operative transportation position in the mama vessel 8, and vice-versa, is carried out while the mama vessel 8 is in the aforementioned partially sunk loading/unloading configuration, so as to allow the floating barges 7 to enter/exit the hull of the mama vessel 8, in floating condition, (cf . figure 7c) .
Concerning this, it is worth highlighting that figures 7a to 7f show the loading sequence of two floating barges 7 in the operative transportation position inside the mama vessel 8. The unloading procedure in floating condition of the floating barges 7 (with or without containers) occurs in reverse, starting to partially sink the hull through flooding of the air chambers 10.
If the second offshore terminal 3 comprises the aforementioned sorting area 12, the method according to the invention foresees the storage in said sorting area 12 of the containers C to be transhipped from the floating barges 7 to the transoceanic container ships S, and vice-versa.
As can be appreciated from what has been described, the method and the system for managing the movement of containers via water according to the present invention makes it possible to satisfy the aforementioned requirement and at the same time makes it possible to overcome the drawbacks we referred to in the introductory part of the present description with reference to the prior art.
Indeed, the adoption of a double terminal also makes it possible for a land terminal that is unable to receive a transoceanic container ship, i.e. a large ship requiring a draft of a few tens of metres, at its loading/unloading platforms, to receive the containers transported from such a transoceanic container ship. For example, this is the case of a first terminal positioned close to a coast with shallow seabed or in a river port.
In this case, it is sufficient to foresee a second terminal having at least one platform that is suitable for receiving a transoceanic container ship coming alongside it. For example the second terminal can be positioned along the coast in a point that is even some tens of kilometres or more from the first terminal or, more preferably that can be identified by an offshore terminal arranged offshore, for example at around ten kilometres or more from the coast, more specifically from the point in which there is the first terminal.
It is worth highlighting that the possibility of making offshore terminals makes it possible to eliminate any problem related to the draft that container ships which may be insufficient at some terminals or be affected greatly by the action of tides, particularly in the case of river ports.
Moreover, the transportation of the containers between the two terminals carried out through the use of floating barges and ships for carrying floating barges makes it possible to exploit water transportation, mainly sea transportation, which continues to be very cheap and quick also for the last terminal-terminal leg of the transfer of the containers, without therefore, excessively penalising transportation costs, except for the cost of transhipment of the containers from container ships to floating barges and vice-versa.
Moreover, the system according to the invention makes it possible to have:
- quite low infrastructural costs since there is no need for roads or railways to be built/kept in operation,
- low environmental impact and
- the possibility of being able to be developed and expanded in phases, thus ensuring future construction and investment flexibility. The use of ships for carrying floating barges of the type able to be partially sunk, or able to be semi-sunk, capable of loading inside them small floating barges capable of loading up to three stacks of containers each, makes it possible to exploit the sea characteristics of the barge-carrying mama vessel of ensuring a rapid and safe transfer between offshore site and terminals even with high waves, for example six metres high. At the same time, the aforementioned floating barges have a very low cost since they do not have propulsion means and do not need to ensure navigation at open sea, moreover allowing loading/unloading to be carried out without or with a very low number of workers.
In such a way it is therefore possible to minimise load units maximising transfer units, or rather, it is possible to use a highly flexible system that is capable of substantially nullifying worker idle time that is due to waiting for the loading and unloading of the goods. Concerning this, it is worth highlighting how the use of conventional sea barges, that is to say, barges suitable for tackling a tract of open sea and therefore with possible wave conditions, would considerably limit the transport unit increasing the number of ships and workers necessary. On the other hand, the coupling of the floating barges with the barge-carrying mama vessel has made it possible to ensure both sea navigation and manoeuvring agility in small and/or shallow terminals, like for example those of river ports.
The method for managing the movement via water of containers according to the invention, regardless of the various steps described above, is in any case capable of ensuring a performance of the entire port cycle that is absolutely comparable, in terms of the amount, performance, times and costs, to those of the most advanced conventional terminal containers that are capable of receiving and allowing a transoceanic container ship to moor to a platform thereof.
Of course, a man skilled in the art, with the purpose of satisfying contingent and specific requirements, can carry out numerous modifications and variants to the method and to the system for managing the movement of containers via water described above, all moreover covered in the field of protection of the invention as defined by the following claims.

Claims

1. Method for managing the movement of containers (C) via water between a first terminal and a second terminal ,
comprising the steps of:
- providing two terminals (2,3) for loading/unloading containers (C) , each terminal (2,3) being equipped with at least one loading/unloading platform (4) fitted out with at least one crane (5) for loading/unloading containers (C) ;
- providing at least one mama vessel (8) for transporting the containers (C) between said two terminals (2,3),
characterised in that :
- floating barges (7) without autonomous propulsion driving means are provided, said floating barges (7) being able to come alongside said loading/unloading platforms (4) of said terminals (2,3), in an operative loading/unloading position, to carry out loading or unloading operations of a plurality of containers (C) through a respective crane (5) ;
- providing for each loading/unloading platform (4) there a respective distanced area close to said platform (4) and suitable for receiving floating barges (7) coming from said respective loading/unloading platform (4) or directed to said respective loading/unloading platform (4);
- providing a mama vessel for carrying floating barges (8) suitable for housing and transporting at least two floating barges (7) inside it into an operative transportation position;
- moving said floating barges (7) between said operative loading/unloading position alongside a first platform (4) of one of said terminals and the respective distanced area close to said first platform ( 4 ) ;
- positioning said mama vessel (8) close to said distanced area close to said first platform (4) ;
- while said mama vessel (8) is positioned near to said respective distanced area close to said first platform, moving said floating barges (7) between said distanced area close to said first platform and said operative transportation position in said mama vessel ( 8 ) ;
- transporting said mama vessel (8) containing said floating barges (7) between said respective distanced area of said first platform and the respective distanced area of a second platform (4) of another terminal of said terminals (2,3); - while said mama vessel (8) is positioned near to said respective distanced area close to said second platform (4), moving said floating barges (7) in said operative transportation position to unload them from said mama vessel (8) and
- moving said floating barges (7) unloaded from said mama vessel (8) to take them into operative loading/unloading position alongside said second platform (4) .
2. Method according to claim 1, wherein:
- said mama vessel (8) is a mama vessel able to be partially sunk through flooding of air chambers (10) to go from a navigation configuration, in which the air chambers 10 are substantially empty of water to ensure, in navigation, that the hull of the mama vessel and its load float, and a loading/unloading configuration, in which said air chambers (10) are at least partially flooded to cause a partial sinking/flooding of the hull of said mama vessel (8) and allow the entry and support in floating condition of said floating barges (7) in said hull and
- the passage of said floating barges (7) from a respective distanced area close to one of said platforms (4) to said operative transportation position in said mama vessel (8), and vice-versa, is carried out while said mama vessel (8) is in said partially sunk loading/unloading configuration, so as to allow the entry/exit in floating condition of said floating barges (7) in the hull of said mama vessel (8) .
3. Method according to claim 1 or 2, wherein:
- each of said floating barges (7) has an external bulk in plan of the order of 24.5m x 58m, preferably with a draft at full load of the order of 3.8m, each capable of transporting a maximum containers load (C) equal to 216 TEU {Twenty-Foot Equivalent Unit) and/or
- said mama vessel (8) defines an inner loading space having dimension in plan of the order of 150m x 31m, preferably with a draft of less than 8m, capable of receiving two floating barges with the relative load in said operative transportation position.
4. Method according to any one of claims 1 to 3, wherein a first terminal (2) is a land terminal and a second terminal (3) is an offshore terminal.
5. Method according to any one of claims 1 to 4, wherein at least one of said two terminals for loading/unloading containers (C) comprises at least one further platform (9) for mooring alongside transoceanic container ships (S) , said further platform (9) being equipped with at least one crane (5) for loading/unloading containers (C) from a transoceanic container ship (S) alongside said further platform (9) .
6. Method according to claim 5 or 6, wherein:
- said second offshore terminal (3) comprises a sorting area (12) sized for storing an amount of containers (C) at least equal to the load of containers (C) transported by two transoceanic container ships and
- said method foresees the storage in said sorting area (12) of the containers (C) during the transhipment from said floating barges (7) to transoceanic container ships (S) , and vice-versa.
7. Method according to claims 4 and 5, wherein said second offshore terminal (3) comprises an offshore breakwater (13) protecting said platforms.
8. Method according to any one of claims 1 to 3, wherein said two terminals are both land terminals.
9. System for moving containers (C) via water between two terminals, characterised in that it comprises :
- a first terminal (2) for loading/unloading containers (C) equipped with a plurality of loading/unloading platforms (4) fitted out with respective cranes (5) for loading/unloading containers (C) ;
- a second terminal (3) for loading/unloading containers (C) equipped with a plurality of loading/unloading platforms (4) fitted out with respective cranes (5) for loading/unloading containers (C) ;
- floating barges (7) without autonomous propulsion motor means, said floating barges (7) being able to be brought alongside first loading/unloading platforms (4) of said first and second terminals, in an operative loading/unloading position, to carry out loading or unloading operations of a plurality of containers (C) through respective cranes (5) ;
- at least one barge-carrying mama vessel (8) having a structure able to be partially sunk through flooding of air chambers 10 to go from a navigation configuration, in which the air chambers 10 are substantially emptied of water to ensure that the hull of the mama vessel and its load can float in navigation with a first draft of the hull, and a loading/unloading configuration, in which the air chambers (10) are at least partially flooded to cause a partial sinking/flooding of the hull of said mama vessel (8) and allow the entry and support in floating condition of said floating barges in said hull;
- at least one further platform (9) associated with said second terminal (3) for mooring alongside transoceanic container ships, said further platform (9) being fitted out with at least one crane (5) for loading/unloading containers (C) from a transoceanic container ship,
wherein said first terminal (2) is a land terminal and said second terminal (3) is an offshore terminal the structure of which foresees a breakwater (13) protecting the platforms (4,9) of said offshore terminal (3) .
10. System according to claim 9, wherein said offshore terminal (3) comprises a sorting area (12) sized for storing an amount of containers (C) at least equal to the maximum load of containers (C) able to be transported by two transoceanic container ships, such as to allow the storage in said sorting area (12) of the containers (C) to be transhipped from floating barges (7) to transoceanic container ships, and vice-versa.
11. System according to claims 9 or 10, wherein:
- each of said floating barges has an outer bulk in plan of the order of 24.5m x 58m, preferably with a draft at full load of the order of 3.8m, each capable of transporting a load of containers (C) equal to 216 TEU {Twenty-Foot Equivalent Unit) and/or - said mama vessel (8) defines an inner load space having dimensions in plan of the order of 150m x 31m, preferably with a draft of less than 8m, capable of receiving and transporting two floating barges (7) with the relative load of containers (C) in said operative transportation position.
12. System according to any one of claims 9 to 11, wherein said floating barges (7) are equipped with fixed guides suitable for engaging and holding the loaded containers (C) , so as to hold and secure stable fastening of said containers (C) .
PCT/IB2013/055391 2012-07-02 2013-07-01 Method and system for managing the movement via water of containers WO2014006555A1 (en)

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Citations (4)

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US20040068426A1 (en) * 2002-10-04 2004-04-08 Liu Zexiong Shipment management system and method
WO2006093744A2 (en) * 2005-02-25 2006-09-08 Maersk , Inc. System and process for improving container flow in a port facility
EP1909221A1 (en) * 2006-10-06 2008-04-09 A.P. Moller - Maersk A/S Container vessel stowage planning
US20080303897A1 (en) * 2000-12-22 2008-12-11 Terahop Networks, Inc. Visually capturing and monitoring contents and events of cargo container

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US20080303897A1 (en) * 2000-12-22 2008-12-11 Terahop Networks, Inc. Visually capturing and monitoring contents and events of cargo container
US20040068426A1 (en) * 2002-10-04 2004-04-08 Liu Zexiong Shipment management system and method
WO2006093744A2 (en) * 2005-02-25 2006-09-08 Maersk , Inc. System and process for improving container flow in a port facility
EP1909221A1 (en) * 2006-10-06 2008-04-09 A.P. Moller - Maersk A/S Container vessel stowage planning

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