Abstract:
A land-based shipping container handling system includes at least one transfer stack region. Each transfer stack region includes a rail mounted gantry (RMG) defining a three-dimensional operating region. At least one rail line and at least one row of shipping containers are maintained in the operating region. An elevated platform is disposed at one end of the operating region at an upper portion thereof. Attribute sensing equipment is mounted on the elevated platform.

Description:
[0001]    Pursuant to 35 U.S.C. §119, the benefit of priority from provisional application 61/772,719, with a filing date of Mar. 5, 2013, is claimed for this non-provisional application. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The invention relates generally to container handling, and more particularly to a system and method for handling container transfer between a dock and railcars. 
       BACKGROUND OF THE INVENTION 
       [0003]    ISO containers that are 20 feet or 40 feet in length are the standardized shipping containers used throughout the world to move goods over water, on rails, and over the road. The transfer of such shipping containers between seagoing vessels and railcars and/or over-the-road (“OTR”) vehicles occurs at a port. A typical state-of-the-art arrangement for handling such transfers will be described with the aid of  FIGS. 1 and 2 . Briefly,  FIG. 1  illustrates an overview of the port arrangement and  FIG. 2  illustrates an overview of a single “stack” of containers serviced by one or two rail mounted gantries (“RMG”) in the port&#39;s dockside container yard. 
         [0004]    Referring first to  FIG. 1 , the port arrangement resides between an incoming rail line  100  and the port&#39;s dock  200 , and is referenced by the structure within dashed line box  10 . Port arrangement  10  includes a rail yard  12 , a rail side container buffer zone  14 , a dockside container yard  16 , an import portal  18 , and an export portal  20 . Rail yard  12  is an area that typically has multiple lines of railroad track to receive incoming and outgoing trains loaded with containers. Container buffer zone  14  is an open land area for the temporary storage of containers unloaded from a train or about to be loaded on a train. Buffer zone  14  is designed to allow manually-driven port vehicles (also referred to in the art as conveyance vehicles) to enter with containers, deposit containers, and pick-up and leave with the containers. Dockside container yard  16  is another land area for storage of containers to be loaded onto a vessel from dock  200  and storage of containers off-loaded from a vessel to dock  200 . 
         [0005]    Container yard  16  is organized into what are known as “stacks” where a single stack consists of multiple rows of containers with each such row having a height that can be defined by multiple containers. An overview of a single stack is illustrated in  FIG. 2  where rows of containers  300  are arranged between rails  302  that support (typically) two RMGs  304 . As is well known in the art, RMGs  304  can move back and forth along rails  302 , lift containers  300 , and move containers to/between rows as needed. 
         [0006]    Import portal  18  is a designated land area through which each incoming (imported) container must pass before it can enter buffer zone  14 . Included at import portal  18  are cameras and radiation sensors/scanners. Export portal  20  is a designated land area through which each outgoing (exported) container must pass before going to container yard  16 . Included at export portal  20  are cameras and a scale. 
         [0007]    In terms of an incoming train loaded with containers for export on a seagoing vessel, the containers are off-loaded from the trains and transported via manually-driven port vehicles to buffer zone  14  as indicated by a traffic flow arrow  30 . From buffer zone  14 , the containers are manually-driven by port vehicles through export portal  20  as indicated by traffic flow arrow  32 . The containers then continue on (via port vehicle) to dockside container yard  16  as indicated by flow arrow  34 . A reverse traffic flow is used when import containers are to be loaded on the rail cars of a train. Briefly, port vehicles transport containers from container yard  16  to import portal  18  (as indicated by traffic flow arrow  40 ), then on to buffer zone  14  (as indicated by traffic flow arrow  42 ), and finally from buffer zone  14  to rail yard  12  (as indicated by traffic flow arrow  44 ). 
         [0008]    The handling of containers using port arrangement  10  requires the use of many manually-driven port vehicles over a variety of loosely designated areas. There is substantial cost associated with the manpower needed to operate the port vehicles, monitor port vehicle traffic, and maintain the port vehicles. Furthermore, the sheer volume of such port vehicle traffic in port arrangement  10  presents a substantial risk of accident and injury. At a minimum, such risk is a costly insurance expense. Of greater concern are the consequences that could result from port vehicle accidents. In addition to the cost and safety issues associated with port vehicle use in port arrangement  10 , the overall efficiency of port arrangement  10  is problematic during times of high activity. Loss of efficiency can be costly in terms of current profitability (i.e., longer throughput times equate to higher costs), as well as future profitability (i.e., loss of shipping traffic to a competing port). 
       SUMMARY OF THE INVENTION 
       [0009]    Accordingly, it is an object of the present invention to provide a container handling system and method for a port. 
         [0010]    Another object of the present invention is to provide a container handling system and method that efficiently transfers containers between rail cars and a port&#39;s dock. 
         [0011]    Other objects and advantages of the present invention will become more obvious hereinafter in the specification and drawings. 
         [0012]    In accordance with the present invention, a land-based shipping container handling system includes at least one transfer stack region. Each transfer stack region includes a rail mounted gantry (RMG) defining a three-dimensional operating region. At least one rail line is disposed on the ground in the operating region and extends therefrom. A land area defined on the ground in the operating region is adjacent to the at least one rail line for supporting storage of at least one row of shipping containers. An elevated platform is disposed at one end of the operating region at an upper portion thereof. Attribute sensing equipment is mounted on the elevated platform. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0013]    Other objects, features and advantages of the present invention will become apparent upon reference to the following description of the preferred embodiments and to the drawings, wherein corresponding reference characters indicate corresponding parts throughout the several views of the drawings and wherein: 
           [0014]      FIG. 1  is an overview of a port arrangement that handles the transfer of containers between rail cars and a dock in accordance with conventional technology; 
           [0015]      FIG. 2  is an overview of a container stack with rail mounted gantry organization in accordance with conventional technology; 
           [0016]      FIG. 3  is an overview of a container handling system for a port in accordance with an embodiment of the present invention; 
           [0017]      FIG. 4  is a perspective view of a portion of a transfer stack region in accordance with an embodiment of the present invention; 
           [0018]      FIG. 5  is a dockside end view of a transfer stack region in accordance with an embodiment of the present invention; and 
           [0019]      FIG. 6  is an overview of a container handling system for a port in accordance with another embodiment of the present invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0020]    Referring again to the drawings and more particularly to  FIG. 3 , a land-based container handling system in accordance with an embodiment of the present invention is shown and is referenced by the structure and elements within dashed line box  50 . Container handling system  50  provides for the efficient transfer of shipping containers between rail cars arriving/departing via rail line  100  and a port&#39;s dock  200 . Accordingly, container handling system  50  is located at a parcel of land adjacent to dock  200 . As used herein, the term “container” refers to standard ISO shipping containers, the constructions of which are well known in the art. Rail line  100  and dock  200  are not part of or a limitation on the present invention. As will become evident by the description to follow, container handling system  50  virtually eliminates the use of OTR vehicles in the container transfer process, while also streamlining the container transfer process resulting in substantial cost savings and greatly enhanced port/personnel safety. 
         [0021]    Container handling system  50  includes a train marshaling yard  52  and one (or more) three-dimensional transfer stack regions  54 . Marshaling yard  52  is connected to rail line  100  by a connecting rail line  51  with switches  51 A positioned therealong for coupling to branch rail lines  51 B. Each branch rail line  51 B leads to one transfer stack region  54 . Marshaling yard  52  is a land area with a number of rail lines (e.g., rail lines  52 A,  52 B,  52 C) and switch mechanisms (e.g., switches  52 D,  52 E) that allow empty or loaded trains to be assembled/configured as needed prior to or after visiting a transfer stack region  54 . The size of marshaling yard  52 , number of rail lines, and/or mechanisms used for train assembly/configuration can include more or less rails and supporting elements/systems without departing from the scope of the present invention. 
         [0022]    Each transfer stack region  54  is similarly constructed so that a description of one will be sufficient to provide an understanding of the present invention. Each transfer stack region  54  extends from one end  54 A adjacent dock  200  to a second end  54 B some distance from dock  200 . Briefly, each transfer stack region  54  includes at least one RMG, one or more rail lines fitted within the operational confines of the RMG(s), a land area for stacking one or more rows of containers fitted within the operational confines of the RMG(s), and an elevated import/export portal fitted within the operational confines of the RMG(s). 
         [0023]    Referring additionally to the perspective view of end  54 B shown in  FIG. 4  and the end view of the dockside end  54 A shown in  FIG. 5 , a more detailed description of transfer stack region  54  will be provided. The combination of RMG  60  and its rails  62  more or less define the footprint and volume of the operational confines of transfer stack region  54  that extends from the ground up to the top of the RMG&#39;s container lifting and movement capabilities. Note that transfer stack region  54  can include additional RMGs supported on rails  62  without departing from the scope of the present invention. 
         [0024]    Fitted within the confines of RMG  60  and rails  62  are at least one rail line (e.g., three parallel and adjacent rail lines  70 ,  72  and  74  in the illustrated embodiment), and an area  76  for at least one stackable row of containers (e.g., three parallel and adjacent stackable rows of containers  300  in the illustrated embodiment). It is to be understood that the number of rail lines and rows of containers provided in a transfer stack region can be adjusted without departing from the scope of the present invention. Also, the length of rail lines  70 / 72 / 74  and area  76  can be adjusted to suit a particular application, site, etc., without departing from the scope of the present invention. One or more truck lanes  78  can be provided on the land side of area  76  (i.e., near end  54 B of transfer stack region  54 ) such that trucks (not shown) can have containers  300  loaded directly thereon or therefrom. At the dockside end  54 A of transfer stack region  54  is an elevated import/export portal  80  equipped with all the necessary cameras, sensors, scanners, etc., needed to examine containers being imported and exported. That is, portal  80  supports equipment used to collect/sense data on various attributes of containers and their contents as the containers move through or rest on portal  80 . 
         [0025]    Referring additionally now to  FIG. 5 , an end view of transfer stack region  54  at the dockside end  54 A thereof is illustrated to show the relationships between elevated import/export portal  80 , rail lines  70 / 72 / 74  and area  76 . Elevated import/export portal  80  fits within the footprint/volume of transfer stack region  54 . More specifically, portal  80  defines an elevated sensing/scanning platform  80 A on which various attribute sensing equipment (e.g., cameras, sensors, optical scanners, radiations scanners, scales, etc.) are mounted where such equipment is indicated generally at  80 B. Attribute sensing equipment  80 B senses and records various attributes (e.g., identity, ownership, weight, seal integrity, radiations levels, destination, etc.) of container  300  and its contents as is well understood in the art. A scale  80 C can be incorporated in/on platform  80 A between equipment  80 B. Another option is to utilize attributes of RMG  60  to weigh each container  300 . Platform  80 A is located approximately at the top of the operational confines of RGM  60 . Platform  80 A will generally be sized to support both attribute sensing equipment  80  and various inspection personnel (e.g., Port Authority, Customs, etc.) in order to support container inspections procedures. 
         [0026]    In operation, transfer of containers  300  between a transfer stack region  54  and dock  200  includes the exposure of each transferred container through/past equipment  80 B. More specifically, any containers  300  in transfer stack region  54  (e.g., on a rail car  400 , in area  76  to include a topmost one of the containers  300  in a row thereof, etc.) is retrieved and passed through equipment  80 B (by the pick-up hand  60 A of RMG  60 ) prior to being placed on dock  200 . A container  300  retrieved from dock  200  is passed through equipment  80 B prior to being placed directly on a rail car  400  or at any height in a row in area  76  to include the topmost position of a row in area  76 . This same process is used for all containers being transferred between transfer stack region  54  and dock  200 . Thus, transfer stack region  54  allows containers  300  to be transferred directly between dock  200  and rail cars  400  (on rail lines  70 ,  72  or  74 ) while satisfying all import/export regulations since they are passed through equipment  80 B during such transfer. 
         [0027]    In addition to the above-described features, transfer stack region  54  can include elevated walkways  82  adjacent to each side of each rail line  70 ,  72  and  74 . Such elevated walkways run the length of each side of rail lines  70 / 72 / 74  and are situated at a height that allows an operator to reach adjacent corners of a two-high stack of containers on a rail car. This is illustrated in  FIG. 5  where each rail car  400  has two containers  300  stacked thereon. As is known in the art, regulations require that stacked containers must be coupled at their adjacent corners using couplings (not shown). Accordingly, elevated walkways  82  allow a mechanic or landbridgeman to walk the entire length of a side of rail lines  70 ,  72  and  74  to install or remove such container couplings. 
         [0028]    The container handling system of the present invention also lends itself to a substantial amount of automation. Referring now to  FIG. 6 , an automated embodiment of a container handling system in accordance with the present invention is shown and is referenced by the structures/elements within dashed line box  500 . A plurality of electronic identity sensors such as radio frequency identification (“RFID”) readers  90  are positioned in container handling system  500  alongside the rail lines at various strategic locations. For example and as shown in the illustrated embodiment, an RFID reader can be located adjacent to a rail line “feeding” a transfer stack region. The actual number and placement of RFID readers  90  can be varied without departing from the scope of the present invention. RFID readers  90  are positioned to read RFID tags (not shown) that are generally mounted on each rail car. Information included in such RFID tags can include, for example, rail car identity, rail car ownership, current origin/destination for the rail car, etc., as is well understood in the art. This allows container handling system  500  to maintain an exact inventory of rail cars and their itinerary. 
         [0029]    Each RFID reader  90  is coupled to a yard controller  92  using hard-wire or wireless communications. For clarity of illustration, only one RFID reader  90  is shown coupled to yard controller  92 . Yard controller  92  is provided with incoming/outgoing train and vessel manifests as well as the occupancy/vacancy status of each transfer stack region  54 . An RFID reader  90  provides yard controller  92  with train information as a train passes a RFID reader  90  such that yard controller  92  can control the various rail line switches (e.g.,  51 A,  51 B,  52 D,  52 E) to direct a train to an optimal transfer stack region  54 . 
         [0030]    Yard controller  92  receives occupancy/vacancy status for a transfer stack region via a transfer stack controller  94  generally coupled to a transfer stack region&#39;s RMG  60 . Once again, for clarity of illustration only one transfer stack controller  94  is shown coupled to yard controller  92 . Movement of containers within a transfer stack region  54 , from a transfer stack region  54  to dock  200 , or from dock  200  to a transfer stack region  54 , can be controlled “locally” by a transfer stack controller  94  or “globally” by yard controller  92  acting through a transfer stack controller  94 . 
         [0031]    Transfer stack regions of the present invention could also be equipped with additional features. For example, switches along each branch line  51 B could be remotely controlled by an operator stationed in a control booth (not shown) provided at each transfer stack region  54 . Container area  76  could include reefer racks to provide the necessary electricity for containers equipped with refrigeration units. 
         [0032]    The advantages of the present invention are numerous. The container handling system provides for direct rail-to-dock and dock-to-rail container transfers. Buffer zones and port vehicles are eliminated thereby greatly increasing throughput efficiency, decreasing costs, and improving safety. The placement of rail lines, container rows and import/export portal equipment within an RMG “footprint” (i.e., a transfer stack region) provides the structure needed for complete automation of rail-to-dock and dock-to-rail container handling. 
         [0033]    Although the invention has been described relative to a specific embodiment thereof, there are numerous variations and modifications that will be readily apparent to those skilled in the art in light of the above teachings. It is therefore to be understood that, within the scope of the appended claims, the invention may be practiced other than as specifically described.