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WO1992018699A1 - Ponts permettant d'acceder a la berge depuis un engin flottant - Google Patents

Ponts permettant d'acceder a la berge depuis un engin flottant Download PDF

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Publication number
WO1992018699A1
WO1992018699A1 PCT/GB1992/000738 GB9200738W WO9218699A1 WO 1992018699 A1 WO1992018699 A1 WO 1992018699A1 GB 9200738 W GB9200738 W GB 9200738W WO 9218699 A1 WO9218699 A1 WO 9218699A1
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WO
WIPO (PCT)
Prior art keywords
ship
shore
deck
bridge
angle
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/GB1992/000738
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English (en)
Inventor
John Rose
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.)
ARNPRIOR HOLDINGS Ltd
Original Assignee
ARNPRIOR HOLDINGS Ltd
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 ARNPRIOR HOLDINGS Ltd filed Critical ARNPRIOR HOLDINGS Ltd
Publication of WO1992018699A1 publication Critical patent/WO1992018699A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D15/00—Movable or portable bridges; Floating bridges
    • E01D15/24—Bridges or similar structures, based on land or on a fixed structure and designed to give access to ships or other floating structures

Definitions

  • the present invention relates to bridge structures for the roll-on-roll-off (Ro-Ro) loading and unloading of ships, providing vehicular access between a quay and a vessel lying alongside.
  • a linkspan which comprises a bridge extending outwardly from the quay, having, its shore end pivotally supported on the quayside and its ship end supported by means of a buoyancy tank or tanks.
  • the buoyancy of the tank or tanks may be variable, allowing the freeboard of the ship end of the bridge to be varied to suit the freeboard of the ship.
  • Bridges of this type are described in British Patent No 1,333,592. Such ship-to-shore bridges are well known and are commonly used in association with Ro-Ro ferries having stern or bow doors. However, bridges of this type are not suited for all types of berth and are relatively static in their location once installed.
  • a further problem encountered in many types of ship to shore bridges, in use, is the maintenance of suitable transition angles between ramps and the deck of the bridge owing to relative vertical movements between the ship and the bridge.
  • the invention also provides the potential for multi-lane vehicular access to wide-beam catamaran ferries, thereby allowing loading and unloading times to be reduced so that the high spsed and correspondingly reduced passage times of such craft can be more fully exploited.
  • a ship-to-shore bridge comprises a main deck having a shore end and a ship end and is provided with a.ship end flap hinged transversely to the ship end of the deck and adapted to receive a ramp lowered from an adjacent vessel, means for varying the angle of inclination of said ship end flap, first sensor means for monitoring the angle between said ship end flap and said ramp and for generating a control signal, and automatic control means responsive to said control signal for varying the angle of inclination of said ship end flap so as to maintain a desired angle between the ship end flap and the ramp.
  • the bridge includes means for varying the freeboard of the ship end of the deck, second sensor means for monitoring the angle between the deck and the ship end flap and for generating a control signal, and automatic control means responsive to said control signal for varying the freeboard of the ship end of the deck so as to maintain a desired angle between the deck and the ship end flap.
  • said first sensor means comprises a portable housing adapted for temporary attachment to the end of the ramp lowered from the vessel.
  • the temporary attachment of the housing may suitably be accomplished by means of a magnet or magnets.
  • the angle of inclination of the ship end flap is preferably varied by means of hydraulic cylinders under the control of said automatic control means.
  • a ship-to-shore bridge comprising a floating structure including a main deck having a shore end and a ship end, buoyancy means for supporting said deck, shore ramp means whereby vehicles may be transferred between the shore end of the deck and the shore, and variable ballast means adapted to vary the buoyancy of the structure such that the shore end of the deck may be maintained at a desired level with respect to an adjacent quay.
  • the buoyancy means comprises at least one buoyancy tank located at the shore end of the deck and at least one buoyancy tank located at the ship end of the deck.
  • the variable ballast means is adapted to vary the buoyancy of said at least one tank at the shore end of the deck.
  • variable ballast means is further adapted to vary the buoyancy of said at least one tank at the ship end of the deck.
  • the shore ramp means preferably includes a generally rectangular shore end flap hinged transversely along one edge to the shore end of the deck and means for varying the angle of inclination of the flap with respect to the deck, such that the flap may be maintained substantially parallel to the adjoining quay as the angle of inclination of_ the deck varies.
  • the bridge includes automatic control means- adapted to maintain the shore end of the bridge at said desired level and to maintain said shore end flap substantially parallel to the quay.
  • the shore ramp means further includes a plurality of finger flaps hingeably connected to at least one of the three free edges of said shore end flap and adapted to extend across the gap between the rectangular flap and the adjoining quay.
  • the automatic control means includes means for monitoring the angle of inclination of one of said finger flaps located adjacent the hinge of said shore end flap to generate a control signal for controlling the level of the shore end of the bridge.
  • the automatic control means includes means for monitoring the angle of inclination of one of said finger flaps remote from the hinge of said flap to generate a control signal for controlling the angle of inclination of the shore end flap.
  • a number of variations are possible at the ship end of the deck.
  • the deck may simply project beyond the buoyancy means at the ship end to receive a ramp lowered from the ship.
  • a plurality of hinged finger flaps may project from the ship end to rest on the ledge on the ship. In this case the finger flaps may be movable transversely with respect to the deck and may also be capable of receiving a ramp lowered from the ship.
  • a generally rectangular ship end flap may be provided hinged transversely along one edge to the ship end of the deck, and means provided for varying the angle of inclination of the ship end flap with respect to the deck.
  • the freeboard of the ship end of the bridge may be varied by variable ballast means, by use of a ship end flap, or both.
  • variable ballast means controlling the buoyancy of the ship end of the bridge may also be placed under automatic control to maintain a desired angle between the ship end flap and the ship end of the deck.
  • angles of inclination of the shore and ship end flaps are preferably varied by means of hydraulic cylinders.
  • the beam of the bridge is preferably sufficient to allow multi-lane vehicular access to broad beam vessels such as high speed catamarans.
  • Fig. 1 is a schematic plan view of a ship-to-shore bridge in accordance with the second aspect of the invention
  • Fig. 2 is a side view of the bridge of Fig. 1
  • Fig. 3 is a side view of an alternative embodiment of the bridge of Fig. 1 suited for use in exposed berths
  • Fig. 4(a) is a side view of the bridge of Fig. 1 with its ballast and flaps adjusted for low water and/or for a vessel of low freeboard
  • Fig. 4(b) is a side view of the bridge of Fig. 1 with its ballast and flaps adjusted for high water and/or for a vessel of high freeboard
  • Fig. 1 is a schematic plan view of a ship-to-shore bridge in accordance with the second aspect of the invention
  • Fig. 2 is a side view of the bridge of Fig. 1
  • Fig. 3 is a side view of an alternative embodiment of the bridge of Fig. 1 suited for use in exposed berths
  • FIG. 4(c) is a side view of an alternative embodiment of a ship-to-shore bridge in accordance with the second aspect of the invention, adjusted for low water;
  • Fig. 4(d) is a side view of the bridge of Fig. 4(c), adjusted for high water;
  • Fig. 4(e) is a side view of still another embodiment of a ship-to-shore bridge in accordance with the second aspect of the invention, adjusted for high water and/or for a vessel of high freeboard;
  • Fig. 4(f) is a side view of the Bridge of Fig. 4(e), adjusted for low water and/or for a vessel of low freeboard;
  • Fig. 5 is a schematic illustration of the use of the bridge of Fig.
  • FIG. 6 is a schematic plan view of a ferry terminal utilising the bridge of Fig. 1 with a broad beam Ro-Ro catamaran having five vehicular access lanes;
  • Fig. 7 is a detailed plan view of ship-to-shore bridge similar to that of Figs. 4(e) and 4(f);
  • Fig. 8 is a ship end view of the bridge of Fig. 7;
  • Fig. 9 is a shore end view of the bridge of Fig. 7;
  • Fig. 10 is a side view of the bridge of Fig. 7; Fig.
  • FIG. 11 is a side view of an automated ship end flap of a ship-to-shore bridge in accordance with a first aspect of the invention
  • Fig. 12 is a schematic diagram illustrating the automatic control system of the flap of Fig. 11
  • Fig. 13 is a fragmentary side view illustrating the movement of the flap of Fig. 11
  • Fig. 14 is a schematic side view illustrating the variations of the position of the flap of fig. 11 in response to relative vertical movements of the bridge and an adjacent vessel.
  • a ship-to-shore bridge in accordance with the invention is a floating structure providing a roadway from a Ro-Ro ship lying alongside to the quay.
  • One end of the bridge is maintained at the same level as the quay and the other is preferably adjustable to the threshold of the vessel using it.
  • the structure is in the form of two buoyancy tanks 10 and 12, one at either end of a torsionally rigid integral bridge or deck section 14 spanning between them. Each of these tanks is ballastable.
  • the tank 12 nearest to the ship is set at a freeboard to suit the vessel using it. In general terms the depth of the tank is sufficient to allow it to adjust at all stages of the tide for vessels between 1 metre and 3.5 metres of freeboard, although this range can be extended by increasing the depth of the tank up to 6.50 metres to suit catamaran ferries.
  • the link between the bridge at the top of the ship end tank 14 and the vessel can either be in the form of relatively small flaps 16 that rest on the ship and accommodate any movement between the ship and the structure due to waves or the passage of vehicles. If the vessel has its own ramp then these flaps are stowed in a lowered position and provide a sloped platform on to which the ship's ramp can be landed.
  • ballast of the shore end tank 10 is automatically controlled by suitable control means to maintain the shore end of the deck 14 at the desired level with respect to the quay.
  • Control systems suitable for the purposes of the invention are well known and will not be described in detail herein.
  • the depth of the shore end buoyancy tank 10 is dependent on the range of tide. The overall height must be such that at very low tide, completely free of ballast, it is still level with the quay.
  • the end of this pontoon is fitted with a levelling platform 18 hinged transversely at its inboard end and projecting longitudinally beyond the end of the tank. This platform is elevated by hydraulic rams 20 or other suitable means to ensure that whichever angle the structure is tilted at, it remains parallel to the quay.
  • Finger flaps 22 which rest on the quay can be fitted either to one, two or three of the non-hinged sides of the platform. The angle of inclination of the finger flap 22f.
  • the angle of inclination of the flap 22a (located at the corner of the levelling platform away from the hinge) is monitored to provide a further control signal which actuates the hydraulic cylinders 20 to lift the levelling platform 18. As the tide goes down and the structure tilts, this flap 22a will signal to the auto control system of the elevating jacks 20 to raise or lower in order to maintain the platform parallel to the quay.
  • the angles of the flaps 22a and 22f_ may be monitored by means of limit switches or other suitable sensors, as will be apparent to those skilled in the art.
  • the floating Ro-Ro structure is moored to the adjacent quay by backsprings 24 to restrain fore and aft movement and alongside the quay by counterweighted breast ropes 26.
  • the whole structure is fendered off the adjacent quay, the type of fendering 28 being dependent upon the structure of the quay. Wherever possible wheel fenders are preferably used, with their axles horizontal.
  • the flaps 16 that link to the ship may be adjusted transversely along a shaft 30 to line up to the centre line of vessels which vary in beam thus ensuring that they centre on the centre line of the ship.
  • the hinge arrangement of the flaps 16 is such that it can absorb berthing shocks.
  • the box structure of the bridge section can contain fuel, fresh water and sullage tanks 32, 34 and 36 and any other tank or pipework required to service the vessel using it. ' Although the structure is primarily intended for use by catamarans, it can also equally accommodate normal general purpose Ro-Ro ferries and Ro-Ro trailer ships.
  • the configuration of the tanks may differ as shown in Fig. 3.
  • the tanks can be made up of large diameter tubular legs 38, 40 connected-to rectangular tanks 42, 44 at their base to reduce movement due to waves and swell.
  • the rectangular tanks 42, 44 produce a dampening effect.
  • the legs and the submerged rectangular tanks may also be fitted with wings which will further reduce any movement.
  • Figs. 4(c) and 4(d) show an alternative embodiment of a ship-to-shore bridge in accordance with the invention, having a generally wedge-shaped hull 200 tapering from its shore end 202 to its ship end 204.
  • the interior of the hull is divided into a plurality of ballast tanks 206, 208, 210, 212, allowing the buoyancy of the hull and the angle of inclination of the main deck 214 to be adjusted between low and high water.
  • An automatically controllable shore end flap 216 is included as before. In this example there is no adjustable ship end flap, the ship end of the deck 214 merely being extended to provide an overhang 218 to accommodate bulbous bows of vessels. A ship end flap, could, however, be incorporated if desired.
  • Figs. 4(e) and 4(f) shows a further embodiment, again being generally wedge shaped but in this case comprising a main deck section 300 interconnecting ship and shore end ballast tanks 302 and 304 respectively. As illustrated, the structure includes adjustable ship and shore end flaps 306 and 308 respectively.
  • Fig. 5 illustrates the bridge in use with stern, quarter ramp and side loading vessels. It will be appreciated that it could equally be used with bow loading or other types of vessel, and that numerous other configurations are possible.
  • the structure is totally independent from the shore -with the exception of a power supply, although this can be provided by an on-board generator. It can be easily moved and redeployed in other areas when not required either at the end of a season or when a ferry operator wishes to move to an alternative route or a Port Authority to a different berth.
  • Fig. 6 shows the structure in use with a catamaran 60, and the general layout of a terminal suitable for cars and coach type operation, including a boundary security fence 46, traffic access control 48, traffic lanes 50 and customs control 52 for disembarking vehicles, parking space 54 for vehicles awaiting embarkation and a traffic control signal gantry 56.
  • the broad beam of the structure permits multi-lane access to the catamaran (five lanes in this example), allowing vehicles to embark and disembark simultaneously. This provides the potential for loading and unloading times to be reduced, so that the benefits of the high speed of catamaran vessels can be more fully exploited.
  • the on-board storage tanks 32, 34 and 36 allow fuel and fresh water to be supplied to a vessel and sullage discharged while vehicles are loading and unloading. The storage tanks may then be refilled/emptied before the arrival of the next vessel.
  • FIG. 7 to 10 A more detailed example of a ship-to-shore bridge in accordance with the invention is illustrated in Figs. 7 to 10.
  • This embodiment consists of a twin hulled bridge, typical overall dimensions being 55 metres long x 24 metres wide.
  • the hulls 100, 102 each typically having a waterplane area of 360 metres 2 , are located at either end of an inclined rigid box girder bridge section 104.
  • the shore side hull 100 is covered by a ramp 106 (typically 13 metres x 22 metres) which is hinged at the top of the bridge section 104 and is maintained level with and parallel to the quay by ballast and supporting hydraulic cylinders, as in the previous example.
  • a ramp 106 typically 13 metres x 22 metres
  • the ship end hull 102 is subdivided into watertight compartments and is not used for ballast in this embodiment.
  • the deck is stiffened and may be fixed in line with and at the same inclination as the bridge to provide a fixed freeboard.
  • An overhang (typically of 3.5 metres) is provided to ensure that any contact made by the vessel will be above the water on a fendered face and not to the buoyant section of the ship end hull 102. This is particularly important with bulbous bow vessels, and the overhang may extend up to 6 metres.
  • the deck of the ship end hull 102 may be fixed in position, it is preferred that, as illustrated, it comprises a ramp 108 hinged 11 metres inboard of the hull and projecting 3.5 metres beyond the hull face.
  • this ramp When being used in a 903 berth with an axial ramp ship, this ramp will be hydraulically raised to and be maintained in the horizontal position. This will ensure that the ship's ramp can be landed without twist when used in the axial position.
  • This ship end ramp 108 is fully load supporting using hydraulic cylinders 110.
  • vessels of varying freeboard use the facility end on it will be possible to optimise the angle at the point where the ship's ramp lands to achieve the smoothest transition curve.
  • the ramp 106 on the shore end hull 100 is hinged 14 metres inboard and has flaps 110 hinged on the remaining three sides. These flaps 110 are shaped so as to provide a smooth transition from quay to shore end ramp 106. Their arc of movement is about 1103 and when stowed upright in the locked position will create a crash barrier, as seen in Figs. 9 and 10.
  • the angle of inclination of the flap 110a nearest to the hinge on either side is monitored and is used to activate the ballast system in the shore end hull 106 as previously described.
  • This ballast system may maintain the level at about 200 millimetres above the quay level.
  • the outboard end of the ramp 106 away from the hinge is supported on two hydraulic cylinders mounted within two rectangular columns 112.
  • the angle of inclination of the outer flap 110b on the side of the ramp 106 is monitored and is used to activate these supporting cylinders in such a way as to maintain the ramp 106 parallel and level with the quay.
  • Within the shore end ballast tank 100 there are two cofferdams in each corner which provide reserve buoyancy in the event of damage to this tank.
  • the ballast pump and valves are contained in one of these cofferdams so as to be easily accessible from the towers 112 supporting the cylinders.
  • All mooring lines may suitably consist of a combination of a wire and synthetic rope.
  • the wire may be fitted with a soft eye for attaching to the mooring bollards on the shore. This will prevent chafe over the edge of the quay.
  • the rope tail will provide a certain amount of spring as well as making it simple to belay it to the mooring bits of the facility.
  • the two breast lines may be attached onboard the facility to the ends of hydraulic cylinders 114.
  • these cylinders 114 working in accompaniment with a hydraulic accumulator will maintain a constant tension even through the hydraulic power pack is switched off.
  • the tension on these cylinders will increase to ensure that the whole of the structure is held firmly against the quay. This variation requires the use of wheel fenders, described in more detail below.
  • the outer end of the ship ramp 108 is fendered with orange coloured, high abrasive resistant polymer fendering.
  • wheel fenders 116 such as type Trellex Burleigh 42-1-FX
  • wheel fenders 116 be mounted with their axles horizontal. These allow smooth vertical movement of the structure due to the tide, even when the breast ropes are tensioned. They can also absorb the component of berthing energy normal to the quay.
  • a security interlock may be attached to a breast line to ensure that power supply is disconnected prior to it being let go.
  • the controls and power pack for the hydraulics, electrics and ballast system may be contained within a standard ISO container 118 mounted and secured on the deck in the location indicated on the drawings.
  • All flaps 110 may be hoisted and hydraulically locked off in the vertical position isolating the facility from access by unauthorised personnel.
  • the power When in use, no operator will be required. To make the facility operational, all that is necessary is for the power to be switched on and the selected flaps 110 to be lowered on to the quay. Once this is done the ballast and hydraulics will automatically maintain the facility at the correct level with the quay throughout the tidal cycle. This is achieved by signals sent to the main control PLC from the two flaps 110a and 110b on the shore end ramp 106.
  • the flap 110a nearest to the hinge of the ramp 106 will activate the ballast to ensure that the freeboard of the shore end hull 100 is maintained-at a height of approximately 200 millimetres above the level of the quay.
  • the outboard flap 110b will activate the hydraulic cylinders supporting the ramp 106 to ensure that it is always parallel to the quay.
  • the only manual operation required will be on the ship end ramp 108, which will initially be set to suit the ship's freeboard immediately the vessel has berthed and lowered its ramp 122.
  • a single lever positioned locally to the ship end ramp 108 can be raised or lowered to operate the ramp 108 to optimise the height in relation to the ship's ramp 122. This would normally be undertaken by any unskilled operator or the mooring gang.
  • an angle-sensing control box magnetically attached to the end of the ship's ramp 122 once it has been lowered, will maintain the angle between the ship's ramp 122 and the ship end ramp 108 of the facility. It will therefore adjust for freeboard and trim change of the vessel automatically.
  • the control panel for this will be located in a small locked cabinet built into the container housing. This option is described in greater detail below and may also be used with other types of ship to shore links.
  • Roll trailers are particularly susceptible to abrupt changes of gradient which are likely to occur mainly at the interface between the ship's ramp 122 and the landing point of the facility and also, but to a lesser extent, at the change of angle between the ship end ramp 108 and the main bridge section 104. There is also to a lesser extent a change of angle between the bridge section 104 and the shore end ramp 106.
  • the deck of the facility may be illuminated by floodlighting, arranged to minimise glare to drivers of vehicles. Frequent low-powered, low-level lighting is preferred to single overhead high intensity units.
  • the steel plating of the structure is preferably not less than 10 millimetres thick, except for trapezoidal stiffeners under the deck which may be 8 millimetres thick as they are sealed on one side so that corrosion is limited to one face only.
  • the plating on the bottom of the pontoon hulls and the first metre of side plating which is permanently submerged should preferably be increased to 12 millimetres. This will reduce the need for dry-docking to between 7 and 10 years. Cathodic protection may also be employed.
  • Navigation lights 120 are located at all four corners of the facility, those at the ship end being mounted on retractable masts to ensure that they can be lowered clear of the ship's ramp when a ship is using the facility. The colour and characteristics of the lights will be as required by the port in question.
  • the lamps are electrically operated with battery back-up.
  • the lights and motors for the ballast system and hydraulics are powered from shore via an armoured cable. If the facility is to be frequently moved then duplicate power cables may be provided on either side.
  • the automated ship end flap referred to above is illustrated in Figs. 11 to 14, and may be incorporated in other types of ship-to-shore bridge in addition to those described herein.
  • the ship end of a floating bridge will move while in the berth. This movement can be divided into two types. .
  • the aim of the automated flap 130 is to maintain the angles between the ship's deck and the bridge 132 such that any change due to movement between the bridge 132 and ship is corrected by movement of the flap 130 so as to minimise the risk of vehicles grounding.
  • the actuated flap 130 hinged at its inshore end can be raised and lowered by a number of hydraulic jacks 134.
  • the ship's ramp 136 is lowered and rested on to this flap 130 and the bridge 132 is lowered sufficiently to ensure that the ship's ramp 136 slopes upwards from the car-deck 138.
  • the flap 130 is raised/lowered until the angle between the ship's ramp end and the point where it lands on the flap 130 is the optimum angle; i.e. where angles between the ship's deck/ship's ramp, ship's ramp/flap and flap/bridge are as near equal as possible.
  • a magnetically attached portable signal box 140 is then placed on the ship's ramp 136 at its outer end.
  • This signal box 140 has a freely rotating shaft 142 through it on to one end of which is attached an arm 144.
  • This arm is telescopic and on its outer end it has a small wheel 146 which rests on the surface of the automated flap.
  • the angle of the deck/ramp and ramp/flap increases. This increase will be registered by a rotation of the shaft 142 in the signal box 140.
  • This rotation will signal the hydraulic jack 134 to raise or lower to maintain the angle between the ship's ramp 136 and the automated flap 130 at the angle set initially.
  • This signal box 140 is connected by a wire plugged into the'console of the hydraulic power pack of the bridge 132.
  • a fixed sensor 148 similar to the portable sensor 140, may be fixed to the bridge 132 for this purpose.
  • the control of the automated flap 130 is indicated schematically in Fig. 12.
  • the sensor 140 controls the circulation of the fluid in the hydraulic cylinder via solenoid-actuated valves connecting the cylinder chambers to the fluid reservoir.
  • the angle sensors 140 and 148 may utilise rotary shaft encoder means or other angle sensing arrangements as will be apparent to those skilled in the art.
  • the invention thus provides, in its first aspect, an automated ship end flap for use with ship-to-shore bridges to maintain an optimum transition angle between the ship end of bridge surface and a ship's ramp resting thereon; and, in its second aspect, a ship-to-shore bridge which is mobile, flexible in use and substantially automatic in operation.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Bridges Or Land Bridges (AREA)
  • Ship Loading And Unloading (AREA)

Abstract

Une volée articulée (130) située côté navire d'un pont reliant le navire à la berge et permettant l'accès des véhicules à un bac est conçue pour recevoir une rampe (136) qui est abaissée depuis le bac. L'angle d'inclinaison de la volée (130) est réglable au moyen de vérins hydrauliques (134) et peut être réglé automatiquement de manière à maintenir un angle de transition optimal entre la volée (130) et la rampe (136). Des moyens de détection d'angle (140) sont installés temporairement sur la rampe (136) pour contrôler l'angle de transition, et les données de sortie du détecteur (140) commandent le fonctionnement des vérins (134). Un autre détecteur d'angle (148) peut être installé sur la surface principale du pont pour contrôler l'angle formé entre celle-ci et la volée (130), et il peut être utilisé pour commander un moyen de ballast qui varie la flottabilité du pont côté navire de manière à maintenir un angle optimal entre la surface principale et le pont. On décrit également des modes de réalisation concernant des structures à pont flottant qui incorporent des réservoirs de flottaison à commande automatique conçus pour maintenir le côté berge de la surface principale au même niveau que le quai adjacent ainsi que des volées de surface principale côté berge à commande automatique conçues pour que les volées restent parallèles au quai.
PCT/GB1992/000738 1991-04-23 1992-04-22 Ponts permettant d'acceder a la berge depuis un engin flottant Ceased WO1992018699A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB919108618A GB9108618D0 (en) 1991-04-23 1991-04-23 Bridges for providing access from a water-borne craft to the shore
GB9108618.1 1991-04-23

Publications (1)

Publication Number Publication Date
WO1992018699A1 true WO1992018699A1 (fr) 1992-10-29

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Application Number Title Priority Date Filing Date
PCT/GB1992/000738 Ceased WO1992018699A1 (fr) 1991-04-23 1992-04-22 Ponts permettant d'acceder a la berge depuis un engin flottant

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AU (1) AU1677692A (fr)
GB (1) GB9108618D0 (fr)
WO (1) WO1992018699A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010081911A1 (fr) * 2009-01-19 2010-07-22 Dredging International N.V. Ponton
WO2016009104A1 (fr) * 2014-07-15 2016-01-21 Eaniqs Oy Système de jetée

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE358028C (de) * 1920-11-21 1922-09-04 Brueckenbau Vormals Johann Cas Schleppbruecke
FR2190707A1 (fr) * 1972-06-28 1974-02-01 Mac Gregor Comarain Sa
GB2043754A (en) * 1978-12-15 1980-10-08 Marine Dev Glasgow Ltd Bridges for providing access from a water-borne craft to the shore
WO1982001729A1 (fr) * 1980-11-12 1982-05-27 Mahlon N Zimmerman Passerelle de securite automatique
FR2499499A1 (fr) * 1981-02-07 1982-08-13 Goeppner Kaiserslautern Eisen Dispositif de reglage de rampe de bacs, ponts flottants ou analogues
EP0097088A1 (fr) * 1982-06-03 1983-12-28 Macgregor International S.A. Ponton portuaire flottant de chargement ou de déchargement d'un navire, notamment roulier
EP0245227A2 (fr) * 1986-05-05 1987-11-11 MacGregor-Navire International AB Dispositif pour rampe portuaire avec ponton flottant
WO1989011564A1 (fr) * 1988-05-26 1989-11-30 Tore Ivarsson Rampe d'amarrage pour navires transbordeurs ou similaires

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE358028C (de) * 1920-11-21 1922-09-04 Brueckenbau Vormals Johann Cas Schleppbruecke
FR2190707A1 (fr) * 1972-06-28 1974-02-01 Mac Gregor Comarain Sa
GB2043754A (en) * 1978-12-15 1980-10-08 Marine Dev Glasgow Ltd Bridges for providing access from a water-borne craft to the shore
WO1982001729A1 (fr) * 1980-11-12 1982-05-27 Mahlon N Zimmerman Passerelle de securite automatique
FR2499499A1 (fr) * 1981-02-07 1982-08-13 Goeppner Kaiserslautern Eisen Dispositif de reglage de rampe de bacs, ponts flottants ou analogues
EP0097088A1 (fr) * 1982-06-03 1983-12-28 Macgregor International S.A. Ponton portuaire flottant de chargement ou de déchargement d'un navire, notamment roulier
EP0245227A2 (fr) * 1986-05-05 1987-11-11 MacGregor-Navire International AB Dispositif pour rampe portuaire avec ponton flottant
WO1989011564A1 (fr) * 1988-05-26 1989-11-30 Tore Ivarsson Rampe d'amarrage pour navires transbordeurs ou similaires

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010081911A1 (fr) * 2009-01-19 2010-07-22 Dredging International N.V. Ponton
BE1018565A4 (nl) * 2009-01-19 2011-03-01 Dredging Int Ponton.
WO2016009104A1 (fr) * 2014-07-15 2016-01-21 Eaniqs Oy Système de jetée

Also Published As

Publication number Publication date
AU1677692A (en) 1992-11-17
GB9108618D0 (en) 1991-06-12

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