Ocean freight transportation arrangement

Abstract

The subject of the invention is an ocean freight transportation arrangement, which arrangement comprises multiple transportation equipment units, such as a container or similar, especially intended for shipping loose materials, to enable transportation of loose materials on ocean vessels, such as in a cargo ship's, barge's, or similar vessel's cargo hold. The upper part of transportation equipment unit (X) comprises a tub structure with an upper part that is open or can be opened, and where the midsection, vertically h and from a cross-sectional perspective, tapers off toward the bottom and is connected from the lower edge to the bottom part, which means that the tub structure makes it possible, first, to transport the transportation equipment containing primarily loose cargo, stacked one on top of the other, and, second, to store empty transportation equipment units on top of each other, and, at least partially, stacked in a pile.

Description

The subject of the invention is an ocean freight transportation arrangement, which arrangement comprises multiple transportation equipment units, such as a container or similar, especially intended for shipping loose materials, allowing for the transportation of loose or bulk materials on ocean vessels, such as in a cargo ship's, barge's, or similar vessel's cargo hold.

The patents, U.S. Pat. No. 4,043,285, U.S. Pat. No. 4,294,185, and U.S. Pat. No. 5,183,305, describe cargo vessels suitable for sea transport functions, which vessels have upper level cargo handling equipment and support structures for the loading and unloading of cargo containers. Such vessels, known as “Twinstar”, maximize the load transport capacity, minimize idle time in ports and enable an extremely cost-effective system for the loading and unloading of cargo. The automatic cranes on the vessel make it possible to achieve optimal efficiency in ports, and, by effecting savings in manpower and time, specifically decrease or even obviate the need for manual labor for loading and unloading vessels. In addition, a large amount of the transported cargo can be stored in a safe way with a minimum of time spent and with as little labor as possible. Also, loading and unloading operations can be safely carried out even in bad and windy weather conditions.

Furthermore, U.S. Pat. No. 6,230,640, describes a refrigeration arrangement suitable for the purposes mentioned above, which, first of all, includes heat insulation in the surrounding structures of a cargo vessel's hold, and, second, refrigeration units placed in the refrigeration areas that connect to the cargo holds. Thus, it is possible to stack a large volume of containerized cargo in the holds, while keeping it apart from the refrigeration units. The cargo containers supporting the cargo are equipped with numerous ventilation openings in order to direct the refrigeration air both around the cargo and through the containers' internal and external surfaces, and then back again to the refrigeration units. Although cargo ships of the type described above are extremely efficient in handling regular containers, it has been found, especially for loose cargo that in reality, in regard to them, there is still a need to develop better processing modes, in connection with transportation functions.

On the other hand, especially for the transportation of loose cargo, there are currently a number of options available, such as uniform linings placed inside a container, containers equipped with filling openings and emptying doors that can be opened and closed, as well as special bulk load containers, which are handled with special equipment, which, when handling a container, turns it on its end, in order to load/unload the container through its end wall.

Thus, all current solutions, for example, solutions for handling loose cargo, are based, structurally and in form, on fixed structure implementations that correspond to traditional containers, and therefore cannot provide a solution to some problems related to the transportation of loose cargo, either technically or in an economically sufficiently effective manner.

Especially when transporting loose materials on a cargo ship between ports in traditional fixed container structures, the vessel must, for example, leave the loose cargo containers for temporary storage in the port, if the return trip requires transportation of cargo in containers of a different type. Instead, it is perhaps a more standard practice that the vessel returns with empty loose cargo containers to the starting port, where it is loaded again with either loose cargo or standard containers, which means that the loose cargo containers must be stored at the start port. For this reason especially, for example, when transporting loose cargo containers loaded in one direction and empty in the other, this method is naturally not economically prudent. On the other hand, temporary storage of standard loose cargo containers of fixed structure takes up very much space.

The purpose of the transportation arrangement now presented is to achieve a significant improvement in regard to the problems presented and thus significantly improve the level of the art currently the norm in the this field. In order to achieve this goal, the transportation arrangement of this invention is primarily characterized by the transportation equipment it encompasses consisting of a tub structure with an upper part that is open or can be opened, and where the mid-section, vertically and from a cross-sectional perspective, tapers off toward the bottom and is connected from the lower edge to the bottom part, which means that the tub structure makes it possible, first, to transport the transportation equipment containing primarily loose cargo, stacked one on top of the other, and, second, to store empty transportation equipment units on top of each other, and, at least, partially, stacked in a pile.

The most important benefits that should be mentioned about this transportation arrangement, as described in this invention, are the simplicity and efficiency of the associated constructions, and the loading and sea transportation functions, especially due to the fact that ocean going vessels can be utilized optimally in all traffic modes without needing, for example, to make unloaded return voyages or to use space-consuming temporary storage solutions for containers in ports. A favorable application of the transportation arrangement based on the invention encompasses, when viewed from above, a framework support, to which is attached a lower part consisting of a four-sided cut-off tapered unit, that, from a vertical perspective tapers off downward, which makes it possible to stack empty transportation equipment in, for example, a vessel's cargo hold or at port terminals, on top of each other and partly inside each other, so that their space requirement is a fraction of the space needed by stacked standard containers of fixed structure. Furthermore, an optimal implementation is that the transportation equipment unit's middle and bottom parts are made with plate structures, that at the bottom are essentially uniformly close, i.e., forming a tub structure that can hold liquids and fine-grained materials, especially for the transportation of inhomogeneous materials, e.g., ore or similar products or, for example, the transportation of running loose materials. The importance of the invention is especially significant for the above-mentioned purposes, since there is currently a great need for transporting regular container goods on the same cargo vessels in one direction and in the other direction, for example, ore or similar products.

Other favorable applications of the transportation arrangement based on this invention have been presented in related dependent patent claims.

In the below account, the invention is described in detail with reference to the attached drawings, where

FIGS. 1a-1c

show one optimal transportation arrangement based on the invention, with a 20-base-long transportation equipment unit viewed from above and with, in relation to other units, a cross-section and a side view,

FIGS. 2a-2c

show one favorable alternative, in regard to FIG. 1, 40 base long transportation equipment unit, corresponding to the views in FIGS. 1a-1c,

FIGS. 3a-3c

show furthermore an application that supplements the transportation equipment unit shown in FIG. 1, from a view above and as two perpendicular side views, in relation to each other,

FIGS. 4a-4b

show side views of two optional applications of supporting the loaded transportation equipment units in the cargo hold,

FIGS. 5a-5c

show, as examples, side views of one implementation of placing the transportation equipment unit into the hold together with two regular cargo containers (5a), which are placed on top of it, empty transportation equipment units (5c), which are stacked on top of each other on the support structure that rests on the underlying structure, and empty transportation equipment units (5b), which are stacked on the underlying structure,

FIG. 6

shows from above part of the cargo hold space that has been filled with transportation equipment units based on FIG. 1,

FIGS. 7a-7b

show, as examples, side views of two optional ways of implementing emptying of the transportation equipment unit from a cargo vessel, and

FIG. 8

shows, as a cross-section and as an example, the handling of transportation equipment units that are part of the invention, and regular cargo containers, which is done quite favorably from the cargo hold using a ship with cranes mounted above.

The subject of the invention is a transportation arrangement for ocean freight, which arrangement comprises multiple transportation equipment units, such as a container or similar, especially intended for shipping loose materials, to enable transportation of loose materials on ocean vessels, such as in a cargo ship's, barge's, or similar vessel's cargo hold. The upper part of transportation equipment unit X comprises a tub structure with an upper part that is open or can be opened, and where the mid-section X1, vertically h and from a cross-sectional perspective, tapers off toward the bottom X2 and is connected from the lower edge to the bottom part, which means that the tub structure makes it possible, first, to transport the transportation equipment, containing primarily loose cargo, stacked one on top of the other, and, second, to store empty transportation equipment units on top of each other, and, at least, partially, stacked in a pile.

Especially with reference to the favorable optional implementations in FIGS. 1a-1c, 2a-2c and 3a-3c, the transportation equipment unit X, which is part of the transportation arrangement, includes, viewed from above, a framework support XO, to which is attached lower part X1, X2, which consists of a four-sided cut-off cone that from a vertical h perspective tapers off downward.

With reference to FIGS. 1a-1c, 2a-2c, 3a-3c, 7a-7b, an especially favorable application is that the transportation equipment unit's middle and bottom parts X1, X2 are optimally made with braced framework Xa plate structures, that at the bottom are essentially uniformly close, i.e., forming a tub structure that can hold liquids and fine-grained materials, especially for the transportation of inhomogeneous and/or fine materials, e.g., ore or similar products or the transportation of running loose materials.

Furthermore, with reference to FIGS. 4a, 4b and 5a-5c and 6, which show an optimal implementation, the transportation equipment unit's frame XO, and its corners and in the middle of one or more sides, have been equipped with supports X3 for lifting the transportation equipment unit, for supporting the transportation equipment units when they are stacked on top of each other and/or for corresponding purposes. The above-mentioned supports allow for the implementation of the frame XO structure so that its cross-section is optimally strong, where the supports further stiffen the frame at the support points of the transportation equipment unit and facilitate the stacking of the transportation support units both when loaded and when empty.

Furthermore, with reference especially to FIGS. 1b and 4b, which show optimal implementations, as another optimal implementation, it is also possible to install the guides X3a and/or the connectors X3b in order to facilitate stacking of the transportation equipment units and for locking them in place and/or for the lifting functions of the transportation equipment units. In reality the connectors X3b can be optimally implemented using so-called standard lifting holes. To a significant degree, the above-mentioned arrangements facilitate stacking of the transportation equipment units, and lifting them by, for example, using overhead cranes.

Furthermore, with reference especially to FIGS. 4a, 4b and 5a-5c, which show optimal implementations, another optimal implementation also includes support brackets X4 in order to support the transportation equipment unit X in place by providing support from below, in order to allow a loaded transportation equipment unit or empty transportation equipment units in the hold with support from below. In this connection and as an additional optimal implementation, with reference to the implementations with support brackets X4 illustrated in, for example, FIGS. 4a and 5a, are the brackets X4a installed in the hold and/or, with reference to FIGS. 4b, 5b and 5c, the base structure X4b that is part of the connection structure or is a removable part.

Furthermore, as an optimal implementation in this connection and especially in accordance with the presentation in FIGS. 4b and 5b, the base parts of the base structure have been arranged, in order to allow assembly, so that they can be bent in a vertical position w. Using the above-mentioned arrangement, space savings are also achieved when storing the base structures.

As an optimal implementation, with special reference, for example, to the optimal implementations illustrated in FIGS. 1a-1c, 4a-4c, 5a, 6 and 8, the transportation equipment unit's cross-sectional and vertical external measurements fundamentally correspond to the combined 20-base outside measurements of two parallel regular 20 base containers. In this connection, as an additional optimal implementation with special reference to what is illustrated in FIGS. 2a-2c regarding an alternative transportation equipment unit, the transportation equipment unit's external measurements, when viewed as a vertical cross-section, essentially correspond to the combined 40-base outside measurements of two parallel regular 40 base containers. The external measurements can also correspond to the total measurement of one or, as stated above, more containers of different sizes, depending on the vessel's cargo hold and crane arrangements.

Especially in accordance with the illustration in FIGS. 7a and 7b, it is thus possible to unload transportation equipment units X from a cargo vessel using an overhead crane arrangement, where the lifting equipment to be connected to the transportation equipment unit can be equipped with features for tilting the transportation equipment unit, for example, in accordance with FIG. 7a. On the other hand, it is possible to effect the emptying of the transportation equipment unit, based, for example on the principle illustrated in FIG. 7b, directly using a lifting wire in a crane arrangement. Furthermore as an optimal implementation, especially based on FIG. 8, utilizing Twinstar-type freighters, as indicated in the U.S. patents mentioned in the beginning, the invention allows for very efficient functionality using integrated cranes mounted on the upper structures of a cargo vessel. Specifically in these types of implementations, the attempt is to operate based on the heavy lift principle with the total mass of the transportation equipment units being around 75 to 85 metric tons, which in general is around 20 to 40 tons with cranes usually used in terminals. On the other hand, further applying the principles of the U.S. Pat. No. 6,230,640, it is possible using the transportation equipment unit of this invention to also transport refrigerated or frozen cargoes or materials, for example, by arranging for refrigerating air flows through the transportation equipment unit's hollow frame XO and/or through the flow areas in the mantle structure surrounding it by bypassing the outside of the side and/or bottom parts X1, X2.

It is clear that the invention is not limited to the applications presented or explained above, but it can, within the framework of the basic concept of the invention, be modified in many ways, first of all, by equipping the above-described transportation equipment unit types with deck parts or plates that can be opened/removed and equipped with quick locking systems, etc., which allows locking of, for example, dusty, running and/or health hazardous materials into a completely closed space. The middle part of the transportation equipment unit of the invention can also be implemented so that instead of straight side surfaces, it has continuously or partially tapered surfaces. Furthermore, the side surfaces can be implemented as stage-wise narrowing, considering the stiffening of the transportation equipment units. In the attached drawings, the stiffening of the transportation equipment units has been implemented with horizontal and/or vertical stiffening ribs or beams, and in this context one can also use other stiffening solutions. In addition, it is clear that the shape and dimensions of the transportation equipment unit's tub structure can naturally be varied based on the specific weight of the handled bulk material or the available lift capacity, etc. The parts or subassemblies of the transportation arrangement of the invention may consist of diverse materials manufactured using various techniques, in which connection parts of the structures can be of light metal, reinforced plastic, fiberglass, carbon fiber, composite construction, etc.

Claims

1. An ocean freight transportation arrangement, which arrangement comprises multiple transportation equipment units, such as containers or similar, especially intended for shipping loose materials, to enable transportation of loose materials on ocean vessels (1), such as in a cargo ship's, barge's, or similar vessel's cargo hold, characterized by the related upper part of transportation equipment unit (X) comprising a tub structure with an upper part that is open or can be opened, and where the mid-section (X1), vertically h and from a cross-sectional perspective, tapers off toward the bottom (X2) and is connected from the lower edge to the bottom part, which means that the tub structure makes it possible, first, to transport the transportation equipment, containing primarily loose cargo, stacked one on top of the other, and, second, to store empty transportation equipment units on top of each other, and, at least partially, stacked in a pile.

2. A transportation arrangement in accordance with patent claim 1, characterized by the transportation arrangement (X) based on the invention, encompassing, when viewed from above, a framework support (X0), to which is attached a lower part (X1, X2), which consists of a four-sided cut-off cone, that, from a vertical (h) perspective tapers off downward.

3. A transportation arrangement in accordance with patent claim 1, characterized by, at least the transportation equipment unit's middle and bottom parts (X1, X2) being made with braced framework (Xa) plate structures, that at the bottom are essentially uniformly close, i.e., into a tub structure that contains liquids and fine-grained materials, especially for the transportation of inhomogeneous and/or fine materials, e.g., ore or similar products or the transportation of running loose materials.

4. A transportation arrangement in accordance with patent claim 2, characterized by, the transportation equipment unit's frame (X0), as well as its corners and in the middle of one or more sides, being equipped with supports (X3) for lifting the transportation, for supporting the transportation equipment units when they are stacked on top of each other and/or for corresponding purposes.

5. A transportation arrangement in accordance with patent claim 1, characterized by, the supports (X3) being equipped with guides (X3a) and/or connectors (X3b) in order to facilitate the stacking of the transportation equipment units and for locking them in place and/or for the lifting functions of the transportation equipment units.

6. A transportation arrangement in accordance with patent claim 1, characterized by, it incorporating support brackets (X4) in order to support the transportation equipment unit (X) from below.

7. A transportation arrangement in accordance with patent claim 6, characterized by, the support brackets (X4) including brackets (X4a) that are installed in a storage space such as the cargo hold.

8. A transportation arrangement in accordance with patent claim 6, characterized by, the support brackets (X4) comprising a base structure (X4b) that is integrated into the transportation equipment unit or is a removable part of it.

9. A transportation arrangement in accordance with patent claim 8, characterized by, the base part of the base structure (X4b) being arranged so that it can be folded in upright position (w) in, or to allow assembly of, the base structure.

10. A transportation arrangement based on claim 1, characterized by, the transportation equipment unit's external measurements, when viewed as a vertical cross-section, essentially corresponding to the combined outside measurements of two parallel regular containers (20 ft/40 ft).