TECHNICAL FIELD AND BACKGROUND ART
[0001] The invention relates to a method for transporting cargo by ship, to methods for
loading and unloading a ship and to a cargo shipping system and a sea cargo transfer
station for use in such methods.
[0002] In "Shortsea" traffic involving the transportation of general cargo, the cargo is
generally transported in a cargo space and as deck load on a weather deck above the
cargo space. Especially for roll-on roll-off cargo, it is advantageous to transport
the cargo on a weather deck, because this allows the cargo to be loaded quickly and
without hoisting.
[0003] Since the duration of voyages in "Shortsea" traffic is relatively short, a relatively
large portion of the operational time of a ship is spent during loading, unloading
and waiting, even if the cargo is containerized but in particular if general cargo
including discrete items are transported which is not suitable to be containerized.
In practice, it is not unusual to spend 4 to 5 days of an average voyage of about
10 days loading, unloading and waiting. Another problem that is of particular importance
in short voyages is that the sailing time often dictates a time of arrival in a port,
which is incompatible with working hours of port facilities. For this reason, it is
generally attempted to arrive in a port briefly before the beginning of working hours
in the port and only on working days. However, this results in sailing at speeds above
or below the optimum speed. Furthermore, the need to arrive in a port before normal
working hours puts additional strain on the crew.
[0004] In international patent application WO 00/38976 a heavy-lift cargo ship is described
which has a floodable and freeable bottom and side tanks for loading and unloading
cargo according to the float-on/float-off and/or roll-on/roll-off principle. Heavy-lift
cargo ships are suitable and primarily used for transporting large and heavy objects
such as complete drilling platforms, harbour cranes, and medium to large naval vessels
or parts thereof. For this purpose, the rear portion of the ship has an open transport
platform and the ship can be ballasted until the platform is immersed under the water
surface. Then, a floating object or a pontoon carrying an object can be manoeuvred
into a position above the transport platform to load the ship, or away from that position
to unload the ship. Next, the ballast is pumped out of the ship again until the platform
is above the water surface. If rolling cargo is transported, it is usually not feasible
to also load floating cargo onto the transport bottom and vice versa in view of the
adverse effect on rolling cargo of flooding the transport platform. Furthermore, such
a ship would be inefficient when used for transporting general cargo and does not
provide the cargo protection required for most general cargo.
SUMMARY OF THE INVENTION
[0005] It is an object of the invention to provide a solution that allows a more efficient
sea transport of general cargo.
[0006] According to the present invention, this object is achieved by transporting cargo
in accordance with claim 1. The invention can also be embodied by methods according
to claims 5 and 6 with which the loading and unloading for the method of claim 1 can
be realized. The invention can further be embodied in a ship according to claim 16
and in a sea cargo transfer station according to claim 21, which are both specifically
adapted for use for use in conjunction with the methods according to claims 1, 5 and
6.
[0007] By causing barges carrying the cargo to be transported to float into and out of the
cargo space of the ship. Loading of the ship can be carried out very quickly, so that
the time the ship spends while being loaded and unloaded is significantly reduced.
Furthermore loading and unloading of the barges requires so little personnel that
it will generally not be bound to standard working hours of harbour workers, accordingly
the times at which ships can call at a port to be unloaded and loaded are not limited
by working hours of harbour workers. The more laborious and time consuming operation
of unloading cargo items from the barges and loading cargo items into the barges can
be carried out after a ship from which the barges have been unloaded has left the
harbour and before the ship into which loaded barges have to loaded arrives in the
harbour. Thus, the operation of loading and unloading is to a large extent made independent
of the presence of the ship and can be carried at times which accommodated to working
hours of harbour workers and may take a relatively long time, because it does not
require the presence of a ship. This, in turn, is advantageous because the use of
resources can be evened out over time.
[0008] Particular embodiments of the invention are set forth in the dependent claims.
[0009] Further features, effects and details of the invention are set forth in the detailed
description with reference to examples shown in the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010]
Fig. 1 is a schematic top plan view of a cargo transfer station with full shelter
weather protection and a rear end of ship loading a barge from that cargo transfer
station,
Fig. 2 schematic side view in cross-section of a quay area of a harbour and a rear
end of a ship moored adjacent that quay,
Fig. 3 is a view in cross-section along the line III-III in Fig. 4, and
Fig. 4 is a top plan view along the line IV-IV in Fig. 3.
DETAILED DESCRIPTION
[0011] In Figs. 1 and 2 an example of a sea cargo transfer station according to the invention
is shown. The sea cargo transfer station includes a quay 1 for mooring a ship 2 floating
in water 3 in front of the quay 1. A basin 4 is located behind the quay 1. A passage
5 intersects the quay 1 for allowing barges 6-16 (see also Figs. 3 and 4) to pass
from a position in front of the quay 1 to the basin 4 and vice versa. Land transport
areas 17, 18 extend along the basin 4. In this example, the land transport areas 17,
18 are paved so that land transport vehicles can drive over the land transport area.
However, the land transport areas can also be adapted for use with other land transport
facilities, such as conveyor belts. Two portal cranes 19, 20 each span a portion of
the basin 4 and the land area 17, 18 for transferring cargo 21-23 between barges 6-12
in the basin and land transport implements 24 in the land areas 17,18. The portal
cranes 19, 20 each include a pair of guide tracks 25, 26 of which one track 25 extends
above one of the land transport areas 17, 18 and the other track 26 extends across
the basin 4 at such a height above the water in the basin 4, that barges 6-12 carrying
cargo of dimensions which can be accommodated in a cargo space 27 of the ship 2 can
also pass underneath the track 26. A portal 28 extends between and transversally to
the tracks 25, 26. The portal 28 is displaceable along the tracks 25, 26. A cart 29
provided with hoisting winches 30 and hoisting cables 31 extending from the hoisting
winches 30 is adapted to run along the portal 28, so that the areas between the tracks
25, 26 are within the operating ranges of the portal cranes.
[0012] Although portal cranes are specifically suitable to cover an essentially rectangular
operating range formed by the cargo spaces of a number of barges 7-10 moored alongside
each other, it is also possible to use other types of cranes, such as cranes having
pivotable hoisting arms.
[0013] In the basin 4 behind quay 1, the barges 6-16 can be loaded and unloaded efficiently
and relatively undisturbed by external influences. The positions of the barges can
easily be controlled and driven from the sides of the basin. Furthermore, the barges
7-10 are adequately sheltered from wind, waves and shipping in the harbour, which
minimizes the risk of damage to the cargo during loading and unloading. Via the passage
5 intersecting the quay 1, the barges 6-16 can easily be displaced from the cargo
space 27 of the ship 2 moored closely in front of the quay 1 to the basin and vice
versa without having to use tug boats and the like.
[0014] For driving lateral displacement of the barges 6-16 in the basin 4, drive units 35,
36 are installed along the sides of the basin 4 transverse to the access canal 5.
The drive units 35, 36 are provided in the form of endless chains drives extending
along the sides of the basin 4 and engageable by tow lines or mooring lines attached
to the barges. At least one of the wheels over which each of the chains run are driveable
to entrain a barge engaged to the chain. Preferably, the controls of the motors for
driving chains along opposite sides of the basis 4 are interconnected for controlling
the motors such that simultaneous movement in the same sense and with identical speeds
is ensured. The motors can be controlled automatically (for instance with feedback
of detected barge displacement), semi-automatically (for instance for lateral displacement
per unit of barge width) or manually. Barges floating alongside each other are interconnected,
so that only one of the barges needs to be driven by the drive units. Displacement
of the barges can also be driven using the portal cranes 19, 20.
[0015] For driving movement of the barges in longitudinal direction, a launching and retraction
system 34 aboard the ship 2, endless chains along the access canal and/or hauling
winches can be used. Hauling winches can also be used as an alternative for the endless
chains drives 35, 36 along the sides of the basin 4. Furthermore, instead of endless
chains, also other endless flexible pulling members, such as endless cables or endless
belts can be used. Furthermore, the flexible pulling members extending along the sides
of the basis need not be endless, but can also co-operate with hauling drives at the
ends of the respective sides.
[0016] A roof 32 covers the basin 4 and the land transport areas 17, 18 along the basin
4. This allows carrying out the loading and unloading sheltered from precipitation.
In colder climates, this also counteracts accumulation of snow and ice in the barges
and in hot climates it is advantageous that the roof shelters workers and cargo from
the sun. This also allows to use the cargo terminal in combination with the barges
in the basis as a warehouse for temporary stocking goods to be transported. Since
the stored goods are ready for transport, this allows to respond very quickly to fluctuations
in demand for the stored goods.
[0017] According to the present example, protection from adverse weather conditions is further
enhanced, because the basin 4 and the land transport areas 17, 18 are also surrounded
by walls 37-40. Further protection is provided by a roof 33, walls 41, 42 and a sliding
door 43 which also protect the access canal 5. By also covering the access canal 5,
load can be moved out of the cargo space 27 and into the cargo transfer station without
any significant weather exposure. This is of particular advantage when transporting
large items which are difficult to package, but which are sensitive to exposure to
humidity, such as rolls of paper or cardboard and steel coils.
[0018] The basin 4 is rectangular and the access canal 5 is arranged centrally in one side
of the basin 4. This allows barges to be positioned in two loading and unloading areas
63, 65 to the left and to the right of the entrance formed by the access canal 5.
In one loading and unloading area 65, barges 7-10 can be loaded with cargo in anticipation
of loading the barges into the ship 2. In the other loading and unloading area 63
barges 6, 11, 12 (and one not shown) unloaded from the ship can be received so that
the cargo can be unloaded from the barges in this loading and unloading area. As soon
as the last one of the barges 6, 11, 12 (and one not shown) is positioned in the other
loading and unloading area 63, the barges 7-10 pre-loaded with cargo can be loaded
into the ship and the ship can leave as soon as the four barges 7-10 have been received
in the cargo space 27. Thus, the unloading of the cargo from the barges 6, 11, 12
(and one not shown) unloaded from the ship can take place completely or at least partially
after the ship 2 has left. In the present example, it is assumed that all the barges
present in the cargo space of a ship are discharged and that the ship is reloaded
with barges up to its maximum capacity. However, it is also possible for a ship that
calls on a port, to unload only one or some of the barges and to load no barges or
only one or more barges without filling the cargo space to its maximum capacity.
[0019] The basin 4 has a size in longitudinal direction of the barges, which is equal to
the sum of the length of the barges (or at least the longest one of the barges) and
a clearance required for dimensional tolerances and manoeuvring of the barges. It
is also possible to dimension the basin to accommodate two or more barges in longitudinal
alignment. In that case the size of the basin in longitudinal direction of the barges
is preferably equal to the sum of an integer multiple of the (preferably standardized)
length of the barges and a clearance to accommodate for manufacturing tolerances and
manoeuvring. Similarly, the size of the loading and unloading area in the direction
of the width of the barges is preferably adapted to the width of the barges, which
is also preferably standardized, by providing that the size of the loading and unloading
areas is equal to the sum of one or an integer multiple of the width of the barges
and a clearance to accommodate for manoeuvring and manufacturing tolerances.
[0020] Two of the land transport areas extend along opposite sides of the basin transverse
to the side in which the access canal is arranged. This allows to supply and transport
away cargo on opposite sides of the basin. Furthermore, the total width of a pack
of barges 7-10 in a loading and unloading area is generally smaller than the length
of the barges. For this reason, when unloading cargo from the barges 7-10 in lateral
direction of the barges 7-10, the average distance over which cargo is to be transferred
to the nearest side 17, 18 of the basin 4 is smaller than in longitudinal direction
of the barges. Therefore, the cargo can generally be unloaded more quickly in lateral
direction of the barges than in longitudinal direction of the barges.
[0021] Particularly suitable for quick loading and unloading in lateral direction of a pack
of barges of which the cargo spaces form a generally rectangular area are the portal
cranes 19, 20 having a portal 28 extending parallel to the side of the basin 4 in
which the access canal 5 is arranged and moveable along tracks 25, 26 parallel to
the sides of the basin 4 alongside which the land areas 17, 18 extend.
[0022] The barges form floating modules for carrying the cargo and can for instance be provided
in the form of a standardized design, such as "Euro barges". In principle, the minimum
number of barges required for shipping cargo in barges in a ship is equal to c(n +1)
in which c is the capacity of the ship expressed in number of barges and n is the
number of ports the ship calls on. However, since the ship is provided with a cargo
space, it can also be loaded with discrete cargo items such as containers and even
bulk cargo in a conventional manner. Furthermore, at least some of the barges can
also be distributed and recollected using tugboats and/or push-boats.
[0023] An example of a cargo shipping system specifically adapted for use in combination
with a cargo transfer station of the type as described above is shown in most detail
in Figs. 3 and 4. The system includes a ship 2 and barges 13-16.
[0024] The ship has a transport bottom 44 for carrying cargo. The cargo space 27 above the
transport bottom 44 is horizontally surrounded by walls 45, 46, 47, 48 and an access
door 49 in an access door opening 50 (see Fig. 2) for allowing access to the cargo
space 27.
[0025] For flooding the transport bottom 44 by lowering the transport bottom 44 below a
surface 51' of water 3 in which the ship 2 floats and for returning the transport
bottom 44 to a position above the water surface 51, the ship 2 is provided with ballast
tanks 52-57; and a pump 58 arrangement of which the sense of operation is reversible.
[0026] On opposite lateral sides of the cargo space 27 buoyancy compartments 71 are provided.
These buoyancy compartments 71 increase the stability of the ship in lowered condition
and make the ship in lowered condition less sensitive to addition of loads, such as
rolling cargo on the weather deck. The buoyancy compartments are particularly effective
for increasing the stability of the lowered ship because the compartment project above
the transport bottom 44 and, when the ship is lowered, above the level of the surrounding
water in which the ship floats.
[0027] It is observed that providing that the feature that the transport bottom 44 is in
a position above the level of the surrounding water in which the ship floats when
the ship is raised is advantageous for safety of the ship, because in principle water
will not enter the cargo space when the access door fails. However, provided the access
door closes off the access opening sufficiently reliably, the transport bottom can
also be located at such a level that it is below the surface of the water surrounding
the ship when the ship is in its raised condition. In that situation, water is discharged
from the cargo space by first closing the access door and then pumping the water out
of the cargo space. In the event of failure of the access door, a particular safety
feature is that the barges start to float in the event of unintended flooding of the
transport bottom, so that the weight of the cargo and the barges ceases to have a
negative influence on the overall buoyancy of the ship. In the meantime, the barges
in the cargo space remain sheltered from waves, so that the risk of flooding the barges
is limited. Dunnage members can be employed to reduce the risk of damage due to movement
of barges in the cargo space.
[0028] The barges 13-16 and the cargo space 27 are dimensioned for accommodating the barges
13-16 in the cargo space. Thus, the proposed cargo shipping system is specifically
adapted for the efficient loading transportation and unloading of general cargo pre-loaded
in barges 13-16. In the presently most preferred embodiment shown in Figs. 3 and 4,
the number of barges 13-16 that can be received in the cargo space 27 is four. However,
it is also possible to dimension the cargo space and the barges such that only a single
barge or pontoon fits into the cargo space 27. Preferably, a plurality of modular
ones of the barges is moved into and out of the cargo space. This is advantageous
for increasing the flexibility, because not the whole content of the cargo space needs
to be loaded or unloaded and because cargo can be loaded into and unloaded from the
barges in different areas. Furthermore, relatively small barges can be handled more
easily than barges covering the whole footprint of a cargo space of a sea ship.
[0029] For providing efficient and flexible transportation, it is further preferred that
the cargo space 27 has a length equal to the sum of the length of the barge or an
integer multiple of the length of each of the barges and a clearance and that the
cargo space 27 has a width equal to the sum of the width of the barge or an integer
multiple of the width of each of the barges and a second clearance. The first and
second clearances are preferably dimensioned to accommodate manoeuvring and dimensional
tolerances and for instance at most 4 % and preferably at most 1.5 to 2 % of the associated
dimension. An average gap of about 0.5 to 1.5 % and preferably about 1 % of the associated
dimension will generally be sufficient to allow for manoeuvring and dimensional tolerances.
[0030] Another advantage of barges closely fitting into the cargo space 27 is that relatively
little water needs to be displaced to flood the transport bottom until the barges
therein start to float and to clear the transport bottom from water after loading
of barges to be transported.
[0031] In the present example, the cargo space 27 has a width equal to the sum of twice
the width of each of the barges 13-16 and a second clearance, so that two barges fit
into the cargo space alongside each other. However, the access door 49 has a width
equal to the sum of the width of the barge and a third clearance, the third clearance
being smaller than the width of the barge. Thus, only one barge at a time can pass
through the access door 49. The relatively narrow access door provides the advantage,
that, next to the access door, room is left for loading other cargo. In this example,
a ramp 59 is provided next to the access door 49 via which trailers 61 and/or other
rolling cargo are rolled onto and from a deck 61 above the cargo space 27.
[0032] During loading of barges into positions out of line with the access opening 50, at
least one of the modular barges received in the cargo space 27 is moved transversally
to the longitudinal direction from a position longitudinally in-line with the access
opening 50 into a position transversally displaced from the position longitudinally
in-line with the access opening 50. Next, at least one next barge may be brought into
a position in-line with the access opening 50 and alongside the transversally moved
barge. During unloading, the opposite procedure may be followed.
[0033] For reliably keeping the barges 13-16 positioned in the cargo space, even when sailing
in stormy conditions, the cargo space is further provided with cradle members 67-70
(not all cradle members are designated by reference numbers). The cradle members 67,
68 and 69 are arranged along lateral sides of the cargo space 27 and along a longitudinal
centre line of the cargo space and retain the barges 13-16 laterally in position.
The cradle members 66-69 have guide surface facing each other and converging in downward
direction for laterally centering the barges in the respective positions as the barges
13-16 are lowered to the floor. Similarly, the cradle members 70 have guide surface
facing each other and converging in downward direction for longitudinally centering
the barges 13-16 in the respective positions as the barges 13-16 are lowered to the
floor.
[0034] In operation, according to the present example, after mooring the ship 2 with the
access door opening 50 in its stern facing the access canal 5 intersecting the quay
1 and in-line with the access canal 5, valves in a conduit 62 are opened and water
is allowed to enter into ballast tanks 52-57. This causes the ship 2 to be lowered
from a position in which the water surface is at a level 51 to a position in which
the water surface is at a higher level 51' relative to the ship 2. Furthermore, the
access door 49 has been opened, preferably before the ship is lowered, so that water
is allowed to enter the cargo space 27 and floods the transport bottom 44. This, in
turn causes the barges 6, 11, 12 in the cargo space 27 to float and cargo 22 is unloaded
from the cargo space by displacing one or more of the floating barges carrying the
cargo through the access opening 50 out of the cargo space 27. In the course of that
operation, the barge or barges 6, 11, 12 are moved from a position above the flooded
transport bottom 44 to an unloading area spaced from the ship 2. In Fig. 1 this unloading
area 63 is formed by the area of the basin 4 to the left of the area 64 of the basin
4 in-line with the access canal 5.
[0035] Cargo 22, 23 is unloaded from the barges 6, 11, 12 which have been unloaded from
the ship 2 in the unloading area.
[0036] Immediately after as all barges 6, 11, 12 to be unloaded have been unloaded from
the ship 2 and have been brought into the unloading area to the left of the area of
the basin 4, barges 7-10 which have been loaded beforehand with cargo 22, 23 in the
other one 65 of the loading areas in the basin 4 are loaded into the cargo space 27
by displacing the floating barges 7-10 carrying the cargo 22, 23 from the loading
area 65 through the access opening 50 into the cargo space 27 into a position above
the flooded transport bottom 44. Then, the pump 58 pumps water out of the ballast
tanks 52-57 via the conduit 62 until the surface of the water in which the ship 2
floats is back at a level 52 relative to the ship 2. This causes water to be discharged
from the cargo space 27 as well, so that the barges are subsequently carried by load
bearing strips 66 of the transport bottom 44 as can be seen in Fig. 3. Then, the access
door 49 is closed and the ship is ready to be released from the mooring to sail to
its next destination, where barges can be unloaded and unloaded in a similar manner,
with or without the use of a loading an unloading basin.
[0037] To keep the time the ship 2 needs to stay in the port as short as possible, loading
of the barges 7-10 which are subsequently moved into the cargo space 27 is preferably
carried out before cargo is unloaded from the barges which have been moved out of
the cargo space 27.
[0038] To reliably complete the loading of the barges 7-10 in good time before the barges
are to be loaded into the ship 2, at least a portion of the loading of the barges
7-10 which are subsequently moved into the cargo space 27 is preferably carried out
before the barges 6, 11, 12 from which cargo is to be unloaded have been moved out
of the cargo space 27.
[0039] At least a portion of the unloading of the barges 6, 11, 12 from which cargo is to
be unloaded is preferably carried out after the loaded barges 7-10 have been moved
into the cargo space 27, so that a particularly high cargo transfer capacity of the
cargo transfer station is not required.
[0040] For efficiently loading and unloading the barges 6-12, it if further preferred to
load and unload the barges 6-12 in the loading or unloading areas 63, 65 while the
barges are arranged in side-by-side relationship. This allows several barges to be
in the operating range of a single crane and requires relatively small averages transfer
distances between the barges and the land transport areas 17, 18.
[0041] In the present example, the area 63 into which the barges 6, 11, 12 unloaded from
the ship 2 are moved and where these barges 6, 11, 12 are unloaded forms the unloading
area for these barges. After these barges 6, 11, 12 (and preferably a fourth barge
which is not shown) have been unloaded, these barges are loaded again in the same
area 63. The same applies to the other loading and unloading area 65 in the basin
4 in which loading and unloading alternates with loading and unloading in the area
63. Accordingly, barges do not have to be stored temporarily outside the basin 4
[0042] Because the barges 6-12 are moved into and out of the basin 4 via a single access
canal 5, the basis 4 can be sheltered from wind, waves and other external influences
relatively easily and control over the barges being loaded and unloaded can be exerted
easily from the sides of the access canal 5. For this purpose it is further advantageous
that the barges are moved into or out of the basin 4 in their longitudinal direction
and laterally shifted inside the basin 4. In the basin 4, the barges are less likely
to make undesired movements and skew of a barge relative to the basin 4 can easily
be eliminated by pulling the barge against the quay of one of the land transport areas
17, 18 or against another barge already moored in the basin 4. The cranes 19, 20 can
be employed to pull the barges sideways through the basin. By using a two towing lines
connected to the barges in spaced apart positions, a towing triangle is formed which
prevents the barges from substantially skewing in the basin during sideways movement
thereof.
[0043] According to the present example, a particularly positive control over the barges
6-12 during loading and unloading is obtained, because the cargo ship 2 is moored
with the access door 49 in line with the access canal 5 for passing barges 6-12 into
and out of the access canal 5 and because, during transfer between the ship 2 and
the basin 4 the barges 6-12 enter the access canal 5 before being completely free
from the ship 2 or vice versa.
[0044] It is observed that the present invention is not limited to the example shown and
described above, but that many variants thereof are conceivable. For instance, the
number of barges which can be accommodated in the cargo space can be different and
barges can be of different sizes, preferably within a modular system. Furthermore,
if a cargo transfer station including a sheltered barge basin is employed, it can
also be of a different design, for instance with an entry canal and an exit canal
and barge boxes between the entry and the exit canal.
1. A method for transporting cargo in a ship (2) having a transport bottom (44) and,
above the transport bottom (44), a cargo space (27) horizontally surrounded by walls
(45-48) and an access door (49) in an access opening (50), comprising:
receiving a barge (6-16) carrying cargo in the cargo space (27), the transport bottom
(44) being partially flooded and the barge (6-16) floating into the cargo space (27),
the barge (6-16) passing into the cargo space (27) through the access opening (50);
closing the access door (49) and discharging water from the ship (2) until the barge
(6-16) is carried by the transport bottom (44);
travelling to a destination;
at the destination, opening the access door (49) and flooding the transport bottom
(44) at least until the transported barge (6-16) floats above the transport bottom
(44); and
delivering the floating barge (6-16) from the cargo space (27) via the opening of
the open access door (49).
2. A method according to claim 1, wherein a plurality of modular ones of said barges
(6-16) is moved into and out of the cargo space (27).
3. A method according to claim 2, wherein the cargo space (27) is elongate in longitudinal
direction of the ship (2), wherein at least one of the modular barges (6-16) received
in the cargo space (27) is moved transversally to the longitudinal direction from
a position longitudinally in-line with the access door (49) into a position transversally
displaced from a position longitudinally in-line with the access door (49), and wherein
at least one next barge (6-16) is moved into a position in-line with the access door
(49) and alongside the transversally moved barge (6-16).
4. A method according to any one of the preceding claims, further comprising rolling
cargo onto a deck of the ship (2) via a ramp transversally neighbouring the access
door (49).
5. A method for unloading cargo from a cargo space (27) horizontally surrounded by walls
(45-48) and an access door (49) in an access opening (50), the cargo space (27) having
a flooded transport bottom (44), comprising:
displacing at least one floating barge (6-16) carrying the cargo through the access
opening (50) out of the cargo space (27) from a position above the flooded transport
bottom (44) to an unloading area spaced from the ship (2); and
unloading the cargo from the at least one barge (6-16) in the unloading area.
6. A method for loading cargo into a cargo space (27) horizontally surrounded by walls
(45-48) and an access door (49) in an access opening (50), the cargo space (27) having
a flooded transport bottom (44), comprising:
loading at least one floating barge (6-16) with the cargo in a loading area spaced
from the ship (2); and
displacing the at least one floating barge (6-16) carrying the cargo from a loading
area spaced from the ship (2) through the access opening (50) into the cargo space
(27) into a position above the flooded transport bottom (44).
7. A method according to claim 5 or 6, wherein
a plurality of modular ones of said barges (6-16) is displaced into or out of the
cargo space (27) and in that, in the loading or unloading area, at least some of the
cargo is unloaded from said plurality of modular barges (6-16).
8. A method according to claim 7, wherein the barges (6-16) are loaded or unloaded in
a loading or unloading area arranged in side-by-side relationship (2).
9. A method according to at least claims 5 and 6, wherein loading of the at least one
barge (6-16) which is subsequently moved into the cargo space (27) is carried out
before cargo is unloaded from the at least one barge (6-16) moved out of the cargo
space (27).
10. A method according to claim 9, wherein at least a portion of the loading of the at
least one barge (6-16) which is subsequently moved into the cargo space (27) is carried
out before the at least one barge (6-16) from which cargo is to be unloaded is moved
out of the cargo space (27).
11. A method according to claim 9 or 10, wherein at least a portion of the unloading of
the at least one barge (6-16) from which cargo is to be unloaded is carried out after
the at least one loaded barge (6-16) has been moved into the cargo space (27).
12. A method according to any one of the claims 5-11, wherein the at least one barge (6-16)
is at least loaded or unloaded in a basin (4) and at least moved into the basin (4)
before unloading cargo therefrom or moved out of the basin (4) after having been loaded
with cargo.
13. A method according to claim 12, wherein the at least one barge (6-16) is moved into
and out of said basin (4) via a single access canal (5).
14. A method according to claim 12 or 13, wherein the at least one barge (6-16) is moved
into or out of the basin (4) in its longitudinal direction and laterally shifted inside
the basin (4).
15. A method according to any one of the claims 12-14, wherein, at the destination, the
cargo ship (2) is moored with an access door (49) in line with an access canal (5)
for passing barges (6-16) into and out of the access canal (5) and wherein during
transfer between the ship (2) and the basin (4) the at least one barge (6-16) enters
the access canal (5) before being completely free from the ship (2) or vice versa.
16. A cargo shipping system including:
a transport bottom (44) for carrying cargo;
a cargo space (27) above the transport bottom (44) and horizontally surrounded by
walls (45-48) and an access door (49) in an access door (49) opening for allowing
access to the cargo space (27);
means for flooding the transport bottom (44) by lowering the transport bottom (44)
below a surface of water in which the ship (2) floats and for returning the transport
bottom (44) to a position above the water surface; and
a barge (6-16), the barge (6-16) and the cargo space (27) being dimensioned for accommodating
the barge (6-16) in the cargo space (27).
17. A cargo shipping system according to claim 16, wherein the transport bottom (44) includes
at least one upwardly projecting transport cradle member (67-70) for horizontally
positioning a barge (13-16).
18. A cargo shipping system according to claim 16 or 17, further comprising buoyancy compartments
(71) on opposite lateral sides of the cargo space (27).
19. A shipping system according to any one of the claims 16-18, further comprising a plurality
of modular ones of said barges (6-16),
wherein the cargo space (27) has a length equal to the sum of the length of the
barge (6-16) or an integer multiple of the length of the barge (6-16) and a first
clearance; and
wherein the cargo space (27) has a width equal to the sum of the width of the barge
(6-16) or an integer multiple of the width of the barge (6-16) and a second clearance;
the first and second clearances being dimensioned to accommodate manoeuvring and dimensional
tolerances.
20. A shipping system according to claim 19, wherein the cargo space (27) has a width
equal to the sum of an integer multiple of the width of the barge (6-16) and a second
clearance, and wherein the access door (49) has a width equal to the sum of the width
of the barge (6-16) and a third clearance, the third clearance being smaller than
the width of the barge (6-16).
21. A sea cargo transfer station including a quay for mooring a ship (2) in front of the
quay, a basin (4) behind the quay, a passage in the quay for allowing barges (6-16)
to pass from a position in front of the quay to the basin (4) and vice versa, at least
one land transport area (17, 18) along said basin (4) and at least one crane (19,
20) spanning at least a portion of said basin (4) and said land transport area (17,
18) for transferring cargo between barges (6-16) in said basin (4) and said land transport
area (17, 18).
22. A station according to claim 21, further including a roof (32) covering at least a
portion of said basin (4) and said land transport area (17, 18).
23. A station according to claim 21 or 22, wherein said basin (4) is rectangular, wherein
said access canal (5) is arranged centrally in one side of said basin (4) and wherein
two of said land transport areas (17, 18) extend along opposite sides of the basin
(4) transverse to a side of the basin (4) intersected by the access canal (5).
24. A station according to claim 23, wherein the crane (19, 20) is a portal crane having
a portal (29) extending parallel to a side of the basin (4) intersected by the access
canal (5) and moveable along tracks (25, 26) parallel to the sides of the basin (4)
alongside which said land transport area (17, 18) extends.