Patent Application
20050092228
This invention relates generally to the field of freight containers and systems and methods for shipping freight. More particularly, the invention relates to the field of shipping of container freight, and even more particularly, for shipping of modular freight container cargo across bodies of water and bodies of land.
The efficient, safe and secure shipment of freight, including but not limited to correspondence, materials, raw materials, finished goods, food products, and commercial products is an important part of commerce. Freight is often shipped nationally and internationally through various modes of transportation such as trucks, trains, ships and airplanes.
A significant portion of interstate and international commerce is transported via means of freight containers which are loaded onto container ships which are transported over long distances. This freight shipping constitutes a substantial expense on the cost of goods and raw materials when shipped across oceans and rivers and lands. The cost of shipping these goods can sometimes be prohibitively high because of the cost of maintaining and operating the container ships. Additionally, there are high fixed costs associated with the container ships because of their size.
Freight containers have some modularity built in so that they can usually be vertically and horizontally stacked on container ships for higher capacity. The freight containers are included on palettes or skids so that the containers may be easily transferable to other forms of transportation. including but not limited to trucks, warehouses, tractor trailers, forklifts, or any other suitable means of transportation for transporting goods from and to the ports. However, substantial labor and time is spent loading and unloading the freight containers at the ports of destination.
Another disadvantage for traditional container shipping is the limited availability of deep water ports. Because of the size of the container ships, the container ships need deep water ports (such as Long Beach, Calif. and Newark, N.J.) to unload and load their cargo loads. Frequently the deep water ports are not in close proximity to the ultimate destination of the shipped goods. Therefore, extra transit times and delays in getting from the few deep water ports to the ultimate destination (via train, truck, smaller container ship, etc.) can consume more life of the product and increase costs. With some goods, such as food products, this extra transit time is prohibitive.
Additionally, the large shipping capacity of a single ocean going ship has increased other costs to those who ship cargo. The larger capacity makes it more likely that more freight containers will be combined. Combining freight containers in order to fill a large capacity ship imposes delays in shipping of those cargoes which arrive early at the port dock, relative to those which arrive late. This increases shipping costs, both on actual cash terms, and consumes more of the life of the product.
Additionally, container ships must be routed from a combination of M shipping ports to N receiving ports. If we assume that container ships contain cargo which is randomly destined for another plurality of destination deep water ports, then we must assume that the randomness of the destination and shipping ports can result in inefficiencies from having large container ships make multiple destination stops. There is the additional possibility that the lag time in transporting goods from one port to another can result in additional expenses.
The present invention overcomes these problems and limitations of the prior art. Generally, the present invention provides a system for shipping freight containers from a port of origin to a port of destination via a wayport by means of transportation including a convoy of modular container ships, said wayport comprising: a plurality of input points configured to receive said freight containers from said port of origin; path stages operably connected to said input points, said path stages configured to route said freight containers; and output points configured to load freight containers to said port of destination, said output points operably connected to said path stages.
In another aspect, the present invention provides a ship for transporting a freight container comprising: a plurality of pontoons interposed between said freight container and a surface, each of said pontoons including a valve actuatable for inflation and deflation of said pontoon; and a plurality of fittings corresponding to each lower corner of said freight container, each fitting independently actuatable for fastening and unfastening of said freight container.
In yet another aspect, the present invention provides a ship for transporting a freight container comprising: a control ship; and a hull for carrying said freight container, said hull coupled to said control ship through a linking mechanism, wherein said linking mechanism can be selectively lengthened.
The foregoing summary as well as the following detailed description of preferred embodiments of the invention, will be better understood when read in conjunction with the appended drawings. For the purpose of illustrating the invention, there is shown in the drawings embodiments which are presently preferred. It should be understood, however, that the invention is not limited to the precise arrangements and instrumentalities shown. In the drawings, where:
The trend in large cargo shipping has been to make larger hulled, larger capacity cargo ships. Larger cargo loads and larger ships, however, can result in severe structural punishment by the waves encountered in the ocean. The larger sizes of the hulls of the container ships can result in hull stress as the container ship rides at the top of a wave. A larger hull may be subject to larger vertical forces and horizontal forces from the ocean waves as the container ship is heavier and sits deeper into the ocean. The forces can deform the hull steadily so that the hull can be hogging and sagging. Typically, the larger the hull, the larger the deformation on the hull. The deformations can cause fatigue to the hull plates and reduce the overall life of the hull. The deformations can be reduced by reducing the overall size of the hull.
Referring to
The control ship 10 is coupled to the smaller ship via a linking mechanism 40. The linking mechanism pivots in a planar direction level with the ocean for easy maneuverability of the smaller ship 70. The control ship provides enough power (in the case of small ship 70 being unpowered) so that sufficient towing capacity is exhibited in pulling the small ships 70.
The amount of power needed to pull the small ship 70 can be calculated from the characteristics of the small ship 70. The drag and power (if any) of the small ship are calculated individually. Then they are computed collectively, in order to determine the applicability of a specific towing power for a proposed voyage. These calculations can be greatly simplified in the future, if a standard external shape and size is developed for the cargo ships. Then each tug of the invention can be rated in terms of simply the number of self propelling cargo ships it can tow for an ocean voyage. If the small ships 70 are powered and self-propelled, the control ship 10 can provide approximately 40% of the power for each cargo ship of the whole convoy of small ships 70. The remaining 60% of the power is provided by each small ship 70.
Planning the load of the tug can include advantageously an allowance for the possibility that the engine of one of the cargo ships is temporarily out of order. The engine could be repaired while the voyage of the whole convoy. Secondly, the control ship 10 includes equipment for controlling the towed cargo ships. Controlling these ships involves communicating via a radio frequency with each small ship 70. It will be understood that other communication systems between the control ship and the small ships 70 are also possible. Such communication systems include, but are not limited to, hard wired communication systems, satellite communication systems, and the like.
An issue with the smaller ships 70 is the seaworthiness of each small ship. In general, if the length of a ship is larger than the average wavelength of an ocean wave, the ship may be considered stable (in terms of pitch and yaw). The linking mechanism 40 is selectively lengthened depending upon weather conditions. This stability for the small ships can be expressed in the following equation:
11+12>>λ
Since 11, the length of the small ship 70, is typically fixed, 12 must be manipulated to insure the stability of the small ship 70 and the convoy of small ships. The linking mechanism can be selectively lengthened along 12 so that the length of the mechanism can be retracted or protracted. Therefore, in inclement weather or rough ocean conditions, the linking mechanism can be protracted to ensure the stability and safety of the freight containers. In rivers or smaller bodies of water, or in calm waters, the linking mechanism can be retracted for braking or turning purposes. The linking mechanism is also easily disengagable for situations such as the convoy of ships going through locks or having the freight containers routed.
In operation (i.e. during oceanic transit), the control ship tows the series of small ships. Optionally, the engine of each small ship is running, and is further controlled by the control ship. Controlling the power, braking, and turning of each cargo ship makes the whole convoy move like one unit, and under the direction of a single captain.
Once the oceanic voyage is completed, the convoy can be disassembled at the port of destination. Each cargo ship can be individually piloted to its destination for unloading. Some of these destinations may be upstream a navigable river, that an ocean going cargo freighter might not be able to reach due to its large draft and higher overhead.
Referring to
Wayport 50 is a free standing structure in the middle of the ocean comprised of path stages (not shown) which route various freight containers to be reassembled at the output ports. It will be understood that wayport 50 may also be a structure built on land or near a port of destination.
Wayport 50 comprises an intermediate point on the transoceanic journey for sorting out the freight containers on each individual convoy of ships from the various ports of origin. The wayport comprises input ports 51 and output ports 61. The wayport is comprised of path stages (not pictured) so that direct connections between input ports and output ports 51 exist. Path stages within the wayport set up nonblocking paths between any input and output ports.
For example, a ship consisting of a convoy of smaller ships arrives at an input port 51 from a single port of origin 102. Each of the smaller ships in the convoy are disengaged automatically (with disengagement of the linking mechanism) at the input ports. Each small ship is tagged with the final port of destination and routed through path stages at the wayport. Each small ship is routed to the appropriate output port 61 where the small ships are assembled with the linking mechanism. The small ships are then matched with appropriate control ships for the journeys to the final ports of destination.
It will be understood that the wayport can be arranged in many possible ways. The wayport can consist of path stages with each path stage acting as a binary router so that each individual port 51 can be routed to any one of the output ports 61. As is well known, the number of path stages required for such binary routing from input ports to output ports can be calculated as log2N where N is the number of output ports. The wayport can similarly consist of path stages which act as a Banyan routing network. The wayport can also be configured as a true crossbar network of routers.
The wayport has a number of favorable features. For instance there is symmetry of ports. That is, on return journeys of the ships of the present invention, ports 61 can act as input ports while ports 51 act as output ports. The path stages also feature regularity, so that each path stage can be identically designed so that cost savings are realized in terms of manufacturability. The wayport is also easily expandable to any number of output ports N and input ports M. The ease of expandability make the marginal costs of adding ports of destination onto the routing system of the present invention limited.
Referring to
Each pontoon is additionally outfitted with a valve 120 operable for inflating and deflating the air pontoon when connected to a pump. At the aforementioned wayport, the valve is deflated so that the freight container sits on rails at each path stage. The rails are configured as forks protruding underneath the fittings and are designed to support the full weight of the freight container as the air is deflated out of the pontoon. In an alternative embodiment, the valve 120 is operable
In another alternative embodiment, the small ship 20 is outfitted with a motor (not shown) which helps in propelling the ship. The additional motor will allow for less towing capacity on the control ship and aid in individual steering of the ships.
The two hull pontoon design is well suited to maneuvering a freight container over unstable, uneven, or various water terrains. Additionally, air pontoons allow for easier maneuverability in tight spaces and unstable environments.
The person skilled in the art will appreciate that many of the systems herein disclosed are interchangeable. For instance, the control ship can push the convoy of small ships rather than towing it. Likewise, many well known communication methods can be used to control or communicate between the control ship and the small ships.
This application claims the benefit under 35 U.S.C. §119(e) of U.S. Provisional Patent Application Ser. No. 60/516,643 filed on Oct. 31, 2003, entitled “System and Method of Shipping Container Freight,” which is herein incorporated by reference.
| Number | Date | Country | |
|---|---|---|---|
| 60516643 | Oct 2003 | US |
