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WO2008086803A1 - Systeme de transport martitime - Google Patents

Systeme de transport martitime Download PDF

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Publication number
WO2008086803A1
WO2008086803A1 PCT/DK2008/000015 DK2008000015W WO2008086803A1 WO 2008086803 A1 WO2008086803 A1 WO 2008086803A1 DK 2008000015 W DK2008000015 W DK 2008000015W WO 2008086803 A1 WO2008086803 A1 WO 2008086803A1
Authority
WO
WIPO (PCT)
Prior art keywords
cargo
container vessel
cargo units
container
units
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DK2008/000015
Other languages
English (en)
Inventor
Henrik Hagbarth Mikkelsen
Jan Fabricius
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TRAILERRACK APS
Original Assignee
TRAILERRACK APS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by TRAILERRACK APS filed Critical TRAILERRACK APS
Publication of WO2008086803A1 publication Critical patent/WO2008086803A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/18—Detachable decks
    • B63B25/20—Detachable decks for motor vehicles or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods

Definitions

  • the present invention relates to a system for sea transport comprising one or more freight trailers, one or more standard containers, one or more cargo units, one or more loading devices and a container vessel being adapted to carry standard containers.
  • the present invention also relates to a cargo unit and a method thereof.
  • Short sea trailer and container services are currently dominated by container vessels and Roll-On-Roll-Off (RORO) vessels.
  • RORO Roll-On-Roll-Off
  • the short sea transport lanes are important freight corridors for a wide range of industries.
  • One of the characterising factors of short sea freight is that the share of the total freight time spent on terminal handling of containers and trucks is quite high, and in some cases even exceeds the actual transport time.
  • the terminal handling occupies a large percentage of the cost per TEU (twenty-foot equivalent units). Recent studies show that the terminal handling time in short sea transport typically occupies 30-60% of the total cost per TEU.
  • Container vessels include the large scale vessels that ply the deep sea routes between the major container hubs of the world, as well as the smaller feeder vessels that service the short sea routes.
  • the containers carried by these vessels are standard length 20-foot, 40-foot, and 45-foot containers, all being 8 feet wide. The majority of containers operated today are of the 40-foot standard.
  • Short sea as well as deep sea container vessels are adapted to fit the standard container dimensions in order to maximise cargo bay utilisation.
  • the containers are transported from the freight's point of origin by truck or rail to a port terminal. In the port terminal, the containers are detached from the trucks or the rail carriers and placed in a buffer zone. Once all the containers assigned to a given container vessel is in the buffer zone, the loading of the container vessel by means of e.g.
  • a gantry crane can begin, provided that the container vessel is available.
  • Most container feeder vessels contain cargo bays being 48 feet wide and 40 feet long, usually high enough to carry 5-6 tiers of containers. This allows for six rows of ISO 40' standard containers loaded longitudinal to the sailing direction.
  • the containers are fixated in the cargo bay by means of cell guides installed transversely to the sailing direction.
  • the sailing direction of a vessel is defined as the direction from the stern of the vessel towards the stem of the vessel.
  • RORO vessels are purposely built to enable vehicles to drive directly on and off the vessel, in order to simplify the loading and unloading of goods carried by trucks, freight trailers and railcars.
  • the major difference between RORO and container vessels are that the vehicles for road or rail transportation are brought along on the sea transport in the case of RORO vessels.
  • RORO vessels are in general built with enough flexibility to fit all, or at least the majority of, the vehicles currently in operation. It should be noted that this flexibility impacts the efficiency of the RORO vessels negatively in terms of space utilisation, contributing to making the RORO vessels' cost per TEU higher than that of container vessels.
  • the cost per TEU of RORO vessels are roughly twice as high as the cost per TEU of container vessels.
  • the containers can be fixated with no use of manpower by the use of vertical cell guides mounted onto the end of the cargo bays of the container vessel; RORO cargo normally needs securing done on board the RORO vessel by stevedoring crew. Still, the cargo of RORO vessles is more vulnerable to transport damage due to rolling forces of the ship sending cargo through the soft side of the freight trailers.
  • RORO vessels require a higher use of manpower for loading and unloading the cargo on board.
  • An object of the present invention is to wholly or partly overcome the above disadvantages and drawbacks of the prior art. More specifically, it is an object to provide a system for sea transport comprising one or more freight trailers, one or more cargo units, one or more loading devices and a container vessel, wherein the container vessel has a first end and a second end, wherein the first end defines a stem and the second end defines a stern, wherein a sailing direction is defined as a direction from the stern towards the stem, wherein the container vessel is adapted to carry standard containers, wherein the freight trailers are carried by the cargo units during the sea transport, wherein the cargo units are loaded onto the container vessel by the loading devices, and wherein the container vessel is adapted to carry the cargo units, and wherein the cargo units are carried transversely to the sailing direction of the container vessel by means of a plurality of vertical cell guides which are mounted essentially parallel with the sailing direction of the container vessel.
  • the cargo units enable the container vessel to carry standard containers as well as freight trailers in an efficient manner, which is advantageous as this flexibility in what the vessel can carry on different trips makes it possible to minimise the vessel's portside pending time as well as maximise the utilisation of the cargo hold. If the freight trailer 4 is loaded transversely to the sailing direction strong acceleration forces comming from ships rolling (and such high acceleration forces are the most common acceleration forces at sea), will be in the same direction as the strong acceleration forces originating from braking and accelerating when the freight trailer 4 is attached to a truck 10 and being transported on the road. The strongest forces being in the same direction is an advantage when trying to solve, or to mitigate, the problem of securing goods inside the freight trailer 4.
  • the system may further comprise one or more standard containers and the container vessel may be adapted to carry the standard containers.
  • the one or more cargo units is of at least one standard size from the group of 7-11 feet wide and 18-22 feet long, 7-11 feet wide and 38-42 feet long, 7-11 feet wide and 47-51 feet long.
  • the container vessel of the system may comprise at least one cargo bay comprising a plurality of cell guides mounted essentially parallel with said standard containers. This enables stowing of cargo units of standard length and width transversely to the sailing direction, which is advantageous since the width of standard cargo bays is 48 foot, which is suitable for the cargo units.
  • a standard container vessel can easily be modified to be able to carry cargo units according to the invention, as all that is required is to install the extra cell guides parallel with the sailing direction. This should be seen as opposed to moving the existing cell guides, which would require a major remodelling of the container vessel's design every time the flexibility is needed.
  • the cargo units of the system may further comprise fixation means for fixating the freight trailers within the cargo units.
  • the fixation means may be mechanical means, automatic means, or inflatable. This fixation means ensures that the freight trailers are securely stowed in the cargo units during the sea transport.
  • the fixation means are designed to provide a fast fixation in order to minimise the time it takes to stow the freight trailers in the cargo units.
  • the cargo units of the system may be stackable. The cargo units being stackable enables stowing several tiers of cargo units on top of one another in the cargo bay. This is an advantage as it increases the flexibility in stowing different mixes of cargo units and standard containers of varying sizes (e.g.
  • the cargo units of the system may further be foldable to a compacted state suitable for transport when empty. This is an advantage if for example the container vessel services a sea lane where there are large fluctuations in the flow of containers and freight trailers. If the vessel for example services a route with more trailer traffic in one direction than the other it is beneficial to be able to easily change the number of cargo units in the vessel.
  • a cargo unit for carrying freight trailers during sea transport which is stackable and which comprises a fixation means for fixating freight trailers and wherein the cargo unit is of at least one standard size from the group of 7-11 feet wide and 18-22 feet long, 7-11 feet wide and 38-42 feet long, 7-11 feet wide and 47-51 feet long.
  • a cargo unit enables a container vessel to carry standard containers as well as freight trailers in an efficient manner. This is advantageous as this flexibility in what the vessel can carry on different trips makes it possible to minimise the vessel's portside pending time as well as maximise the utilisation of the cargo hold.
  • a method for sea transport involving one or more freight trailers, one or more loading devices placed at a first port and a second port, one or more standard containers, one or more cargo units, a fixation device, and a container vessel, wherein the container vessel has a first end and a second end, wherein the first end defines a stem and the second end defines a stern, wherein a sailing direction is defined as a direction from the stern towards the stem, wherein the container vessel is adapted to carry standard containers and comprising a plurality of cell guides mounted parallel with the standard containers.
  • This method comprises loading the freight trailers onto the cargo units, fixating the freight trailers in the cargo units with fixation means, loading the cargo units onto the container vessel by means of the loading devices of the first port, transporting the cargo units from the first port to the second port by moving the container vessel, and unloading the cargo units from the container vessel by means of the loading devices of the second port, and wherein the cargo units are carried transversely to the sailing direction of the container vessel by means of a plurality of vertical cell guides which are mounted essentially parallel with the sailing direction of the container vessel.
  • the method may further comprise stacking of one or more of the cargo units, and folding empty cargo units to a compacted state before the sea transport. Stacking the cargo units enables stowing several layers of cargo units on top of one another in the cargo bay. This is an advantage as it increases the flexibility in stowing different mixes of cargo units and standard containers of varying sizes (e.g. 20-foot, 40-foot and 45-foot containers) in the cargo bays of the container vessel.
  • Folding the cargo unit to a compact state is an advantage if for example the container vessel services a sea lane where there are large fluctuations in the flow of containers and freight trailers, as it enables a fast and easy change of the vessel's capacity for containers versus the vessel's capacity for freight trailers and vice-versa.
  • Any of the features of the first aspect may also be applied to, where suitable, the second and third aspects, respectively.
  • any of the features of the second aspect may also be applied to, where suitable, the first and third aspects, respectively.
  • any of the features of the third aspect may also be applied to, where suitable, the first and second aspects, respectively
  • Fig. 1 is a schematic view of systems for sea transport according to prior art
  • Figs. 2 (a)-(b) show systems for sea transport
  • Figs. 3 (a)-(b) show embodiments of a cargo unit
  • Fig. 4 shows embodiments of a folded cargo unit
  • Figs. 5 (a)-(c) show embodiments of a cargo unit.
  • Fig. 1 shows a schematic view of examples of prior art in the technical field of the invention.
  • Section (a) of fig. 1 is a side view of a RORO vessel 11 carrying a number of trucks 10, as described in the section entitled "Background of the invention". The trucks 10 are typically parked in truck lanes 13 on several decks.
  • Section (b) of fig. 1 is a top view of a container vessel 5 according to prior art for standard containers 3 comprising a number of container bays 12 and a number of cell guides 14 mounted transversely to the sailing direction.
  • Section (c) of figure 1 is a top view of a standard container bay 12 according to prior art, with the typical measures 40-44 feet wide and 48-52 feet long.
  • Each container bay 12 comprises cell guides 14, which keep the standard containers fixated at their ends.
  • the containers are stowed parallel with the sailing direction, meaning that the cell guides 14 are mounted transversely to the sailing direction.
  • Section (d) of figure 1 is a top view of three predominant standard containers 3 with the measures 8x20 feet, 8x40 feet, and 8x45 feet, wherein the first measure is the width of the container and the second measure is the length of the container.
  • Section (a) of fig 2 is a schematic view of a preferred system 1 for sea transport comprising one or more freight trailers 2, one or more standard containers 3, one or more cargo units 4, one or more loading devices 9 and a container vessel 5 for carrying standard containers 3.
  • the freight trailers 2 are carried by the cargo units 4 during sea transport, and the container vessel 5 is adapted to carry the cargo units 4 in that cell guides 8 are mounted parallel with the sailing direction.
  • the system 1 works as follows: A number of trucks 10 carrying the freight trailers 2 arrive at the port terminal. Here each of the freight trailers 2 are loaded and fixated to a cargo unit 4, and the trucks are immediately free to leave the port terminal and go to pick up other loads. Once all the freight trailers 2 designated for the sea transport have been delivered to the port terminal and placed in the cargo units 4, the cargo units 4 comprising the freight trailers 2 are loaded onto the container vessel 5 by means of loading devices 9 and fixated in the cargo bays 12 by means of the cell guides 8.
  • the loading devices can be gantry cranes, but they can also be other types of cranes.
  • Standard containers 3 can be loaded to the container vessel 5 along with the cargo units 4.
  • the cargo unit 4 makes it possible to stow any given combination of 20-foot containers, 40-foot containers, 45-foot containers, and cargo units 4.
  • the 45-foot containers can be included, since the design of the cargo units 4 makes it possible to transport 45-foot containers within the cargo units 4.
  • the sternmost container bay carries six 40-foot containers
  • the midship container bay contains two cargo units 4 carrying freight trailers 2 and two cargo units 4 carrying 45-foot standard containers 3
  • the stemmost container bay carries four cargo units 4 carrying freight trailers 2.
  • the cell guides 14 are cell guides commonly found on container vessels to secure standard containers loaded in a longitudinal direction. However, to weld such cell guides onto the side walls thus forming the cell guides 8 is not anticipated by state-of-the-art. In addition such cell guides 8 may have a different spacing than the standard 8 feet spacing which is commonly used for the cell guides 14.
  • the cell guides 8 enable transverse loading and the possibility of taking in RORO cargo in a simple manner.
  • Section (b) of figure 2 shows an embodiment of the invention, in which at least some of the cargo units 4 are slightly wider than 8 feet in order to make them capable of carrying freight trailers 2 not fitting the embodiment shown in section (a) of figure 2.
  • each 40-44x48-52 feet cargo bay instead carries cargo units 4 as shown in section (b) of figure 2. It is important to notice that the design of the cargo unit 4 with outer dimensions essentially fitting the dimensions of standard container bays makes it possible to transport almost any combination of standard containers 3 and freight trailers 2 by means of the system 1.
  • the cargo bays 12 may be of a size in the range 40-44 x 48-52 feet. Depending on the exact value chosen for a particular cargo bay a 45 foot standard container 3 may or may not be stowed separately or in a cargo unit 4. In other words, for the same vessel 5 each container bay 12 may have different sizes.
  • the sternmost container bay may have a length which allows standard containers 3 to be stowed without using cargo units 4, whilst the midship container bay may have a width which does not allow standard containers 3 to be stowed without using cargo units 4.
  • a number of standard containers 3 have been loaded on top of the cargo units 4. That is, the cargo units 4 may form a box shaped tier suitable for standard containers 3 to be loaded upon.
  • the standard containers 3 have been loaded in a direction perpendicular to the direction of the loaded cargo units 4.
  • the cargo unit 4 has outer dimensions essentially fitting the dimensions of standard container bays. Hence, the cargo unit 4 is essentially box-shaped and comprises a top 15, a bottom 16, a first end 17, a second end 18, a first side 19, and a second side 20. In the preferred embodiment of the cargo unit 4 shown in section (a) of figure 3, the first side
  • the vertical walls 19 and the second side 20 are vertical walls, and the top 15 and the bottom 16 comprise flat surfaces.
  • the first end 17 and the second end 18 of the cargo unit 4 are in a preferred embodiment open, but they can also be closable by comprising hinges as will be discussed further with reference to fig 3 (b).
  • the advantage of the first end 17 and the second end 18 being open is that it enables easy loading of a freight trailer 2 in the cargo unit by driving a truck 10 through the cargo unit 4, detaching the freight trailer 2 on the way through.
  • An additional advantage is that leaving the ends open can constitute a cost saving in terms of material and assembly cost.
  • one of the two ends 17, 18 can be closed, whereby the freight trailer 2 is backed into the cargo unit 4 by the truck 10.
  • the one or more fixation means 6 ensure that the freight trailers 2 are stowed securely in the cargo units 4 during the sea transport.
  • the one or more fixation means 6 are designed to provide a fast fixation in order to minimise the time it takes to fixate the freight trailer 2 in the cargo unit 4.
  • the one or more fixation means 6 comprise an inflatable device (not shown) which applies pressure to the freight trailer 2 so that it is kept in place.
  • the fixation means 6 can be a mechanical means, an automatic means, or any other suitable fixation means (not shown).
  • the cargo unit 4 can be folded to a compacted state for transport.
  • Section (b) of figure 3 shows another embodiment of a cargo unit 4.
  • the first side 19 and the second side 20 of the cargo unit 4 are open, and the first end 17 and the second end 18 comprises hinges 21.
  • the hinges 21 By means of the hinges 21 the ends 17, 18 can be moved between an essentially vertical position (as in the right part of fig 3 (b)) and an essentially horizontal position (as in the left part of fig 3 (b)).
  • the ends 17,18 can act as ramps for the trucks 10 when in the horizontal position and as load-carrying walls when in the vertical position.
  • One advantage of the embodiment shown in section (b) of figure 3 is that it can be folded to a compacted state very easily.
  • FIG. 4 An example of two folded cargo units 4 is shown in figure 4.
  • fig 4 the ends 17, 18 have been folded to an essentially horizontal position by rotating the ends 17, 18 around the hinges 21.
  • the down-pointing arrow 22 merely indicates that the cargo units 4 are stackable.
  • Fig 5 (a)-(c) show different embodiments of a cargo unit 4 having different dimensions. Note that all three views (a)-(c) are top views schematically displaying a freight trailer 2 in a cargo unit 4 and thus display the width and length, respectively of the cargo unit 4.
  • fig 5 (a) the dimensions are 7-11 feet wide and 18-22 feet long; in fig 5 (b) the dimensions are 7-11 feet wide and 38-42 feet long; in fig 5 (c) the dimensions are 7-11 feet wide and 47-51 feet long.
  • the standard 45 feet container may easily fit in the 47-51 feet cargo unit.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Warehouses Or Storage Devices (AREA)

Abstract

L'invention concerne un système de transport maritime comprenant au moins une remorque de fret (10), au moins une unité de cargaison (4), au moins un dispositif de chargement et un navire porte-conteneurs (5) conçu pour transporter des conteneurs standard (3), les remorques de fret (10) étant portées par les unités de cargaison (4) pendant le transport maritime, les unités de cargaison (4) étant chargées sur le navires porte-conteneurs (5) par les dispositifs de chargement, le navire porte-conteneurs (5) étant conçu pour transporter les unités de cargaison (4), ces dernières étant soutenues perpendiculaires au sens de navigation du porte-conteneurs (5) par une pluralité de glissières cellulaires verticales (14) montées sensiblement parallèles au sens de navigation du porte-conteneurs.
PCT/DK2008/000015 2007-01-16 2008-01-16 Systeme de transport martitime Ceased WO2008086803A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DKPA200700064 2007-01-16
DKPA200700064 2007-01-16

Publications (1)

Publication Number Publication Date
WO2008086803A1 true WO2008086803A1 (fr) 2008-07-24

Family

ID=39338302

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DK2008/000015 Ceased WO2008086803A1 (fr) 2007-01-16 2008-01-16 Systeme de transport martitime

Country Status (1)

Country Link
WO (1) WO2008086803A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018070085A (ja) * 2016-11-04 2018-05-10 ジャパンマリンユナイテッド株式会社 船舶の車両甲板構造及び自動車渡船
CN115577455A (zh) * 2022-10-28 2023-01-06 大连船舶重工集团有限公司 一种集装箱船模块化运输汽车的优化方法
CN115630459A (zh) * 2022-10-28 2023-01-20 大连船舶重工集团有限公司 基于专用装置改造集装箱船实现汽车运载的规划方法

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1288013A (fr) * 1959-06-05 1962-03-24 Mac Gregor Comarain Sa Procédé et dispositif de chargement et de déchargement de navire
JPS57201792A (en) * 1981-06-05 1982-12-10 Mitsui Eng & Shipbuild Co Ltd Container stowage type automobile carrier ship
US5639174A (en) * 1996-04-15 1997-06-17 The United States Of America As Represented By The Secretary Of The Army Double hinged modular cargo unit
US5644992A (en) * 1994-10-24 1997-07-08 Clive-Smith; Martin Collapsible flatrack with ramp end walls
US20030017020A1 (en) * 2001-07-23 2003-01-23 Sain Bernard S. Carrier for a trailer, system thereof using a stacking device, and method thereof
WO2004083030A1 (fr) * 2003-03-12 2004-09-30 Lynden Incorporated Construction de chaland et systeme de transport de marchandises
WO2005100087A1 (fr) * 2004-04-08 2005-10-27 Itl Technologies, Inc. Plate-forme de transport

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1288013A (fr) * 1959-06-05 1962-03-24 Mac Gregor Comarain Sa Procédé et dispositif de chargement et de déchargement de navire
JPS57201792A (en) * 1981-06-05 1982-12-10 Mitsui Eng & Shipbuild Co Ltd Container stowage type automobile carrier ship
US5644992A (en) * 1994-10-24 1997-07-08 Clive-Smith; Martin Collapsible flatrack with ramp end walls
US5639174A (en) * 1996-04-15 1997-06-17 The United States Of America As Represented By The Secretary Of The Army Double hinged modular cargo unit
US20030017020A1 (en) * 2001-07-23 2003-01-23 Sain Bernard S. Carrier for a trailer, system thereof using a stacking device, and method thereof
WO2004083030A1 (fr) * 2003-03-12 2004-09-30 Lynden Incorporated Construction de chaland et systeme de transport de marchandises
WO2005100087A1 (fr) * 2004-04-08 2005-10-27 Itl Technologies, Inc. Plate-forme de transport

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018070085A (ja) * 2016-11-04 2018-05-10 ジャパンマリンユナイテッド株式会社 船舶の車両甲板構造及び自動車渡船
CN115577455A (zh) * 2022-10-28 2023-01-06 大连船舶重工集团有限公司 一种集装箱船模块化运输汽车的优化方法
CN115630459A (zh) * 2022-10-28 2023-01-20 大连船舶重工集团有限公司 基于专用装置改造集装箱船实现汽车运载的规划方法

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