EP0392094B1 - Facility for loading and unloading an inland vessel with heavy-load rail cars - Google Patents

Facility for loading and unloading an inland vessel with heavy-load rail cars Download PDF

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Publication number
EP0392094B1
EP0392094B1 EP89200954A EP89200954A EP0392094B1 EP 0392094 B1 EP0392094 B1 EP 0392094B1 EP 89200954 A EP89200954 A EP 89200954A EP 89200954 A EP89200954 A EP 89200954A EP 0392094 B1 EP0392094 B1 EP 0392094B1
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EP
European Patent Office
Prior art keywords
lock chamber
ship
inland
track
loading
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EP89200954A
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German (de)
French (fr)
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EP0392094A1 (en
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Deloma Industriemontage Abbruch und Gueternahverkehr GmbH
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Deloma Industriemontage Abbruch und Gueternahverkehr GmbH
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Application filed by Deloma Industriemontage Abbruch und Gueternahverkehr GmbH filed Critical Deloma Industriemontage Abbruch und Gueternahverkehr GmbH
Priority to DE8989200954T priority Critical patent/DE58900504D1/en
Priority to AT89200954T priority patent/ATE69774T1/en
Priority to EP89200954A priority patent/EP0392094B1/en
Priority to PCT/EP1990/000290 priority patent/WO1990012731A1/en
Priority to JP2504533A priority patent/JP2553247B2/en
Priority to CA002053235A priority patent/CA2053235A1/en
Publication of EP0392094A1 publication Critical patent/EP0392094A1/en
Application granted granted Critical
Publication of EP0392094B1 publication Critical patent/EP0392094B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/003—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting very large loads, e.g. offshore structure modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22D—CASTING OF METALS; CASTING OF OTHER SUBSTANCES BY THE SAME PROCESSES OR DEVICES
    • B22D41/00—Casting melt-holding vessels, e.g. ladles, tundishes, cups or the like
    • B22D41/12—Travelling ladles or similar containers; Cars for ladles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/54—Ferries

Definitions

  • the invention relates to the loading and unloading of inland vessels with heavy-duty railway wagons, in particular pig iron mixing wagons.
  • a pig iron mixing wagon consists of a torpedo-shaped mixing container, which is provided with a fire-proof lining and rotatable about its longitudinal axis and which rests on wheel sets via two turntables.
  • the total weight can be up to 500 t. Since the transport takes place on the public railroad, passing through localities and crossing busy streets or crossing bridges, an accident in which the liquid iron leaks out can lead to very great damage. The same points of view apply even more to suitably trained road vehicles. The transport of molten pig iron on roads and railways is particularly dangerous.
  • the ship moored on the quay and equipped with tank containers is loaded with ballast water so that it comes to rest on the support surface. It can then be loaded using the roll-on-off method, whereby the distance between the quay and the ship is bridged by a plank and rail-less trucks can be driven onto the deck.
  • This previously known charging method is also completely unsuitable for inland navigation. It presupposes an essentially constant water level, but this is not available for navigable rivers that lead to high and low water with considerable water level differences of several meters. The height difference between the ship deck and the level of the quay fluctuates accordingly, making loading and unloading with heavy-duty railway wagons impossible.
  • the invention has for its object to enable loading and unloading of barges with heavy-duty railroad cars, in particular pig iron mixing wagons, on inland waters even with large fluctuations in the water level.
  • the invention provides the advantage that the barge, preferably a push boat, is placed firmly on the bottom of the heel with the help of the lock, so that on the one hand it allows a horizontal connection to the shore-side access track and on the other hand is completely stable due to the fixed support and when The opening or closing of a heavy-duty railway wagon neither fluctuates nor shifts horizontally.
  • the inland waterway vessel lies on a kind of high dock for the loading and unloading process, but with the facilities for loading and unloading heavy-duty railway wagons.
  • the lock chamber is used to move the barge from the inland water to the landing and after loading and unloading it back into the inland water.
  • the barge is first brought into the lock chamber and raised so high by flooding that it floats over the paragraph is reversible.
  • the chamber is then drained and loading or unloading can take place after the barge has landed. Subsequent flooding raises the barge again and moves it into the main lock chamber, which is then drained to the level of the inland water so that the barge can be floated out.
  • the lock chamber acts similarly to the dock system known from DE-A 3112698, with which ships can be placed on a high dock for repair purposes, but which is neither intended nor suitable for loading and unloading ships with rail vehicles.
  • the loading and unloading device for inland vessels can be erected both on the banks of navigable rivers and on navigable canals. While the water level in canals is essentially unchanged, in a system on a river the water level, which changes from high water to low water, must be taken into account.
  • the invention provides that the bottom of the heel runs in a level above the maximum flood level of the inland water or river and that the lock chamber has such a depth that it can be navigated by the loaded ship when the water level is low.
  • the lock chamber can be adapted to the local conditions. If there is only a small bank or quay length available, the lock chamber suitably connects to the quay and the landing is embedded in the quay; in this version, the barge is moved across the heel.
  • the length of the lock chamber corresponds to the length of a ship. With a long and narrow construction, the heel forms an extension of the lock chamber and the ship can be moved in the direction of travel.
  • an inland waterway vessel 1 preferably a push boat
  • a track 3 running from bow to stern, so that it can be loaded or unloaded simply by moving a pig iron mixer wagon 2 or another heavy-duty railroad car up or down can be discharged.
  • the track 3 is arranged by means of a support structure, not shown in the drawing, above the water line 4 of the loaded barge 1 at a height which continues is explained in more detail below.
  • folding or swinging gates are provided, which are also not shown in the drawing.
  • the embodiment of the barge 1 shown in FIGS. 1 to 3 is suitable for receiving three pig iron mixing wagons 2. Of course, barges 1 can also be provided for fewer or more pig iron mixing wagons 2.
  • the loading and unloading of the barge 1 with pig iron mixing car 2 enables a lock chamber 5, which is arranged on the bank of an inland water 6.
  • a lock chamber 5 which is arranged on the bank of an inland water 6.
  • the pig iron mixing wagons 2 are loaded at the blast furnace and driven on an access track 17 to the lock chamber 5, loaded there onto an inland vessel 1 and transported on inland waters 6 to a lock chamber 5 of similar design, where the pig iron mixing wagons 2 are unloaded and driven into the steelworks via an access track 17 .
  • the lock chamber 5 is arranged on the bank of a river. its maximum high water level 7 and its low water level 8, at which navigation is still possible or permitted, is indicated by dash-dotted lines.
  • the bottom of the lock chamber 5 is approximately at the level of the river bed, so that the barges 1 can also be moved into the lock chamber 5 at the specified low water level 8.
  • the lock chamber 5 is provided at one end, preferably the downstream side, with a lock gate 10.
  • a pump 11 is provided for flooding, which pumps water from the inland water 6 via a pipeline 12 into the lock chamber 5 until the water level has reached the flood level 13.
  • the lock chamber 5 according to FIGS. 1 to 3 is intended for receiving an inland vessel 1, but other tank sizes can also be selected.
  • the gap 19 remaining between the barge 1 and the quay 16 is bridged by a track connecting piece 18 which connects the track 3 to the access track 17, so that a loading or unloading of the pig iron mixer wagon 2 is possible.
  • the flood level 13 in the lock chamber 5 is at least so high that a barge 1 can be freely floating over the heel.
  • a barge 1 to be loaded is first brought into the lock chamber 5, raised to flood level 13 by flooding and shifted across paragraph 14.
  • the lock chamber 5 is then drained.
  • the water level is only lowered to just below paragraph 14, so that little water needs to be pumped in during the subsequent flooding.
  • Up to three pig iron mixing wagons 2 are then driven onto the barge 1 lying dry on the footprint of paragraph 14.
  • the loaded barge 1 is made to swim by flooding the lock chamber 5, transversely displaced and brought to the water level of the inland water 6 by means of draining.
  • the draining can be done via valve members or by lifting the lock gate 10.
  • the lock gate 10 is opened and the loaded barge 1 is moved to the destination.
  • the barge 1 is drained in a corresponding manner on the paragraph 14, unloaded and returned to the inland water 6 for the return trip.
  • the main chamber of the lock chamber 5 and the shoulder 14 lie in a line one behind the other, so that the inland boss 1 can be displaced in the longitudinal direction via the shoulder 14.
  • FIG. 5 shows how the gap 19 between the barge 1 and the quay 16 is bridged by a track connecting piece 18 connecting the track 3 to the access track 17, which enables the passage of a pig iron mixer wagon 2.
  • the track connector 18 can also be part of a foldable bow or stern gate or attached to the quay 16.
  • Fig. 6 it is indicated schematically how a barge 1 intended for the transport of pig iron mixing wagons 2 is provided with a refractory lining 20 for safety reasons. So that in the event of damage, the iron flowing out cannot solidify into large blocks, 20 sand can be heaped on the lining, into which meandering channels are formed.
  • the device according to the invention is not only suitable for the transport of pig iron mixing wagons, but also for other heavy-duty railway wagons. It can also be set up for the transport of heavy-duty road vehicles.
  • the exemplary embodiments relate to inland navigation vessels with a flat ship floor, paragraph 14 can also be designed for inland navigation vessels with a keel or with another profile.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transportation (AREA)
  • Revetment (AREA)
  • Production Of Liquid Hydrocarbon Mixture For Refining Petroleum (AREA)
  • Ship Loading And Unloading (AREA)
  • Physical Water Treatments (AREA)
  • Barrages (AREA)
  • Warehouses Or Storage Devices (AREA)

Abstract

In order to transport heavy-load railway wagons, in particular mixer-type hot-metal wagons (2), on inland-waterway vessels (1), it is proposed that the vessels be fitted with a railway track (3) running from bow to stern above the loaded waterline (4). Used for loading and unloading is a lock chamber (5) located at the loading station or the unloading station on a navigable waterway. These lock chambers (5) are equipped with devices for raising and lowering the water level and have a step (14) over which the vessel (1) can be traversed with the lock chamber flooded and on the floor of which the vessel (1) can lie when the water level is lowered, the track (3) on the vessel (1) joining up with a land-based access line (17) so that wagons (2) can be moved by rail on to or down into the vessel (1). On completion of loading or unloading, the lock chamber (5) is flooded again so that the vessel (1) can be traversed off the step and, by lowering the water level, brought to the level of the water in the waterway (6) and permitted to leave the lock chamber (5).

Description

Die Erfindung betrifft das Be- und Entladen von Binnenschiffen mit Schwerlast-Eisenbahnwagen, insbesondere Roheisenmischwwagen.The invention relates to the loading and unloading of inland vessels with heavy-duty railway wagons, in particular pig iron mixing wagons.

In der Hüttenindustrie ist es üblich, flüssiges Roheisen vom Hochofenwerk mit einem Roheisenmischwagen auf dem Schienenwege zu einem entfernt liegenden Stahlwerk zu transportieren. Ein solcher Roheisenmischwagen besteht aus einem torpedoförmigen, mit einer feuerfesten Auskleidung versehenen und um seine Längsachse drehbaren Mischbehälter, der über zwei Drehschemel auf Radsätzen aufliegt. Das Gesamtgewicht kann bis zu 500 t betragen. Da der Transport auf dem öffentlichen Schienenweg stattfindet, wobei Ortschaften durchfahren werden und vom Verkehr stark befahrene Straßen gekreuzt oder auf Brücken überfahren werden, kann ein Unfall, bei dem das flüssige Eisen ausläuft, zu sehr großen Schäden führen. Die gleichen Gesichtspunkte gelten erst recht für entsprechend ausgebildete Straßenfahrzeuge. Der Transport von flüssigem Roheisen auf Straßen und dem Schienenweg ist als besonders gefährlich einzustufen. Ein Transport auf Binnengewässern scheiterte daran, daß ein Be- und Entladen von Binnenschiffen bisher nicht möglich war. Das von Eisenbahn-Seefähren her bekannte Auf- und Abfahren über den Wasserstandsunterschied ausgleichende Landeklappen in speziellen Fährhäfen ist nur bei einer durch die Größe bzw. Masse des Schiffes gewährleisteten Stabilität möglich. Die wesentlich kleineren Binnenschiffe würden beim Auffahren so großer Lasten schwanken, und ein Schienenfahrzeug würde beim Auffahren entgleisen. Um eine einfache Beladung eines Schiffes mit schweren Ladegütern zu ermöglichen, ohne daß das Schiff dabei schwankt oder schlingert, ist aus Patent Abstracts of Japan, Band 8, Nr. 26 (M-273) 1463, 3. Februar 1983 bekannt, einen Kai mit einer vom Gewässer ständig überfluteten Auflagefläche für ein mit einem flachen Boden versehenes Schiff zu versehen. Das am Kai angelegte und mit Tankbehältern ausgerüstete Schiff wird mit Ballastwasser belastet, so daß es auf der Auflagefläche zur Auflage kommt. Es kann dann nach der roll-on-off-Methode beladen werden, wobei der Abstand zwischen Kai und Schiff durch eine Planke überbrückt wird und schienenlose Lastkraftwagen auf das Deck gefahren werden können. Auch diese vorbekannte Lademethode ist für die Binnenschiffahrt völlig ungeeignet. Sie setzt einen im wesentlichen konstanten Wasserstand voraus, der aber bei schiffbaren Flüssen, welche Hochwasser und Niedrigwasser mit erheblichen Wasserstandsunterscheiden von mehreren Metern führen, nicht vorhanden ist. Entsprechend schwankt der Höhenunterschied zwischen dem Schiffsdeck und dem Niveau des Kais, wodurch ein Be- und Entladen mit Schwerlast-Eisenbahnwagen unmöglich wird. Würde die Auflagefläche für einen mittleren Wasserstand ausgelegt, ließe sich eine Binnenschiff bei Hochwasser wegen der geringen Tauchtiefe gar nicht auf die Auflagefläche aufsetzen, und bei Niedrigwasser würde der Wasserstand über der Auflagefläche so gering sein, daß das Schiff nicht an den Kai angelegt werden kann. Schließlich müssen bei der vorbekannten Lademethode die einzelnen Schiffe in aufwendiger Weise mit Ballasttanks und Pumpen ausgerüstet werden.It is common in the iron and steel industry to transport molten pig iron from the furnace with a pig iron mixer wagon on the railroad tracks to a distant steel mill. Such a pig iron mixing wagon consists of a torpedo-shaped mixing container, which is provided with a fire-proof lining and rotatable about its longitudinal axis and which rests on wheel sets via two turntables. The total weight can be up to 500 t. Since the transport takes place on the public railroad, passing through localities and crossing busy streets or crossing bridges, an accident in which the liquid iron leaks out can lead to very great damage. The same points of view apply even more to suitably trained road vehicles. The transport of molten pig iron on roads and railways is particularly dangerous. Transport on inland waters failed because loading and unloading of inland waterway vessels was not possible until now. The landing flaps in special ferry ports that are known from rail sea ferries to compensate for the difference in water level are only possible if the size and mass of the ship ensure stability. The essential smaller inland vessels would fluctuate when loading such large loads, and a rail vehicle would derail when entering. In order to enable a ship to be loaded easily with heavy cargo without the ship swaying or swaying, a quay is known from Patent Abstracts of Japan, Volume 8, No. 26 (M-273) 1463, February 3, 1983 with to provide a support surface continuously flooded by the water for a ship with a flat bottom. The ship moored on the quay and equipped with tank containers is loaded with ballast water so that it comes to rest on the support surface. It can then be loaded using the roll-on-off method, whereby the distance between the quay and the ship is bridged by a plank and rail-less trucks can be driven onto the deck. This previously known charging method is also completely unsuitable for inland navigation. It presupposes an essentially constant water level, but this is not available for navigable rivers that lead to high and low water with considerable water level differences of several meters. The height difference between the ship deck and the level of the quay fluctuates accordingly, making loading and unloading with heavy-duty railway wagons impossible. If the support surface were designed for a medium water level, an inland waterway vessel would not be able to be placed on the support surface at high tide due to the shallow depth, and in low water the water level above the support surface would be so small that the ship could not be placed on the quay. Finally, with the known loading method, the individual ships have to be equipped in a complex manner with ballast tanks and pumps.

Demgegenüber liegt der Erfindung die Aufgabe zugrunde, ein Be- und Entladen von Binnenschiffen mit Schwerlast-Eisenbahnwagen, insbesondere Roheisenmischwagen, auf Binnengewässern auch mit großen Schwankungen des Wasserstandes zu ermöglichen.In contrast, the invention has for its object to enable loading and unloading of barges with heavy-duty railroad cars, in particular pig iron mixing wagons, on inland waters even with large fluctuations in the water level.

Diese Aufgabe wird erfindungsgemäß die im Anspruch 1 genannten Merkmale durch gelöst.This object is achieved by the features mentioned in claim 1 by.

Die Erfindung schafft den Vorteil, daß das Binnenschiff, vorzugsweise ein Schubschiff, mit Hilfe der Schleuse fest auf dem Boden des Absatzes aufgesetzt wird, so daß es einerseits einen horizontalen Anschluß an das landseitige Zufahrtsgleis erlaubt und andererseits durch die feste Auflage völlig stabil ist und beim Auffahren oder Abfahren eines Schwerlast-Eisenbahnwagens weder schwankt noch sich horizontal verschiebt. Das Binnenschiff liegt für den Be-und Entladevorgang auf einer Art Hochdock, jedoch mit den Einrichtungen zum Be- und Entladen von Schwerlast-Eisenbahnwagen. Dem Versetzen des Binnenschiffs vom Binnengewässer auf den Absatz und nach dem Be- und Entladen wieder zurück in das Binnengewässer dient die Schleusenkammer. Das Binnenschiff wird zunächst in die Schleusenkammer gebracht und durch Fluten so hoch angehoben, daß es schwimmend über den Absatz verholbar ist. Anschließend wird die Kammer gelenzt, und nach dem Aufsetzen des Binnenschiffs kann das Be- oder Entladen stattfinden. Durch anschließendes Fluten wird das Binnenschiff wieder angehoben und schwimmend in die Hauptschleusenkammer verholt, die dann bis zum Wasserstand des Binnengewässers gelenzt wird, so daß das Binnenschiff ausgeschwommen werden kann. Die Schleusenkammer wirkt ähnlich wie bei der aus der DE-A 3112698 bekannten Dockanlage, mit der Schiffe für Reparaturzwecke auf ein Hochdock aufsetzbar sind, die aber zum Be- und Entladen der Schiffe mit Schienenfahrzeugen weder bestimmt noch geeignet ist.The invention provides the advantage that the barge, preferably a push boat, is placed firmly on the bottom of the heel with the help of the lock, so that on the one hand it allows a horizontal connection to the shore-side access track and on the other hand is completely stable due to the fixed support and when The opening or closing of a heavy-duty railway wagon neither fluctuates nor shifts horizontally. The inland waterway vessel lies on a kind of high dock for the loading and unloading process, but with the facilities for loading and unloading heavy-duty railway wagons. The lock chamber is used to move the barge from the inland water to the landing and after loading and unloading it back into the inland water. The barge is first brought into the lock chamber and raised so high by flooding that it floats over the paragraph is reversible. The chamber is then drained and loading or unloading can take place after the barge has landed. Subsequent flooding raises the barge again and moves it into the main lock chamber, which is then drained to the level of the inland water so that the barge can be floated out. The lock chamber acts similarly to the dock system known from DE-A 3112698, with which ships can be placed on a high dock for repair purposes, but which is neither intended nor suitable for loading and unloading ships with rail vehicles.

Die erfindungsgemäße Be- und Entladeeinrichtung für Binnenschiffe kann sowohl am Ufer schiffbarer Flüsse als auch an schiffbaren Kanälen errichtet werden. Während bei Kanälen der Wasserstand im wesentlichen unverändert ist, muß bei einer Anlage an einem Fluß der vom Hochwasser bis zum Niedrigwasser sich verändernde Wasserstand berücksichtigt werden. Hierfür sieht die Erfindung vor, daß der Boden des Absatzes in einer über dem maximalen Hochwasserstand des Binnengewässers bzw. Flusses liegenden Ebene verläuft und daß die Schleusenkammer eine solche Tiefe hat, daß sie bei einem die Schiffahrt erlaubenden Niedrigwasserstand von dem beladenen Schiff befahrbar ist.The loading and unloading device for inland vessels according to the invention can be erected both on the banks of navigable rivers and on navigable canals. While the water level in canals is essentially unchanged, in a system on a river the water level, which changes from high water to low water, must be taken into account. For this purpose, the invention provides that the bottom of the heel runs in a level above the maximum flood level of the inland water or river and that the lock chamber has such a depth that it can be navigated by the loaded ship when the water level is low.

Konstruktiv kann die Schleusenkammer den örtlichen Verhältnissen angepaßt werden. Steht nur eine geringe Uferlänge bzw. Kailänge zur Verfügung, schließt die Schleusenkammer zweckmäßig an den Kai an und der Absatz ist in den Kai eingelassen; bei dieser Ausführung wird das Binnenschiff quer über den Absatz verholt. Die Länge der Schleusenkammer entspricht einer Schiffslänge. Bei einer langen und schmalen Bauweise bildet der Absatz eine Verlängerung der Schleusenkammer, und das Schiff ist in Fahrtrichtung verholbar.The lock chamber can be adapted to the local conditions. If there is only a small bank or quay length available, the lock chamber suitably connects to the quay and the landing is embedded in the quay; in this version, the barge is moved across the heel. The length of the lock chamber corresponds to the length of a ship. With a long and narrow construction, the heel forms an extension of the lock chamber and the ship can be moved in the direction of travel.

Anstelle der bei Fähren üblichen Landeklappen wird erfindungsgemäß zur Überbrückung des Zwischenraums zwischen dem schiffsseitigen Gleis und dem landseitigen Zufahrtsgleis nur ein einfaches Gleisverbindungsstück benötigt, welches auf dem Schiffskörper und dem Kai aufliegt.Instead of the usual landing flaps on ferries According to the invention, in order to bridge the gap between the ship-side track and the shore-side access track, only a simple track connection piece is required, which lies on the hull and the quay.

Ist das Binnenschiff für den Transport von Roheisenmischwagen bestimmt, sind zweckmäßig Sicherheitsvorkehrungen zu treffen, damit das flüssige Eisen im Falle eines Lecks im Mischbehälter im Schiff aufgefangen werden kann. Dies kann durch eine feuerfeste Auskleidung des Innenraumes vom Binnenschiff geschehen.If the barge is intended for the transport of pig iron mixing wagons, safety precautions should be taken to ensure that the liquid iron can be caught in the vessel in the event of a leak in the mixing container. This can be done by fireproof lining the interior of the barge.

Der Gegenstand der Erfindung ist in der Zeichnung beispielsweise dargestellt; es zeigt

Fig. 1
eine erfindungsgemäß ausgebildete Schleusenkammer mit einem Binnenschiff in einem Querschnitt,
Fig. 2
den Gegenstand der Fig. 1 in einem Längsschnitt,
Fig. 3
den Gegenstand der Fig. 1 und 2 in einem Grundriß,
Fig. 4
ein zweites Ausführungsbeispiel in einem Grundriß,
Fig. 5
ein Gleisverbindungsstück und
Fig. 6
ein Binnenschiff mit einer feuerfesten Auskleidung in einem Querschnitt.

The object of the invention is shown in the drawing, for example; it shows
Fig. 1
a lock chamber designed according to the invention with a barge in a cross section,
Fig. 2
1 in a longitudinal section,
Fig. 3
1 and 2 in a plan view,
Fig. 4
a second embodiment in a plan,
Fig. 5
a track connector and
Fig. 6
a barge with a refractory lining in a cross section.

Wie die Fig. 1 bis 3 zeigen, ist ein Binnenschiff 1, vorzugsweise ein Schubschiff, mit einem vom Bug zum Heck verlaufenden Gleis 3 versehen, so daß es durch einfaches Auf- oder Abfahren eines Roheisenmischwagens 2 oder eines anderen Schwerlast-Eisenbahnwagens be- oder entladen werden kann. Das Gleis 3 ist mittels einer in der Zeichnung nicht dargestellten Trägerkonstruktion über der Wasserlinie 4 des beladenen Binnenschiffs 1 in einer Höhe angeordnet, die weiter unten näher erläutert wird. Am Bug und Heck, an dem die Be- oder Entladung stattfinden soll, sind Klapp- oder Schwingtore vorgesehen, die ebenfalls nicht zeichnerisch dargestellt sind. Die in den Fig. 1 bis 3 dargestellte Ausführung des Binnenschiffs 1 ist zur Aufnahme von drei Roheisenmischwagen 2 geeignet. Selbstverständlich können auch Binnenschiffe 1 für weniger oder mehr Roheisenmischwagen 2 vorgesehen werden.As shown in FIGS. 1 to 3, an inland waterway vessel 1, preferably a push boat, is provided with a track 3 running from bow to stern, so that it can be loaded or unloaded simply by moving a pig iron mixer wagon 2 or another heavy-duty railroad car up or down can be discharged. The track 3 is arranged by means of a support structure, not shown in the drawing, above the water line 4 of the loaded barge 1 at a height which continues is explained in more detail below. At the bow and stern, where loading or unloading is to take place, folding or swinging gates are provided, which are also not shown in the drawing. The embodiment of the barge 1 shown in FIGS. 1 to 3 is suitable for receiving three pig iron mixing wagons 2. Of course, barges 1 can also be provided for fewer or more pig iron mixing wagons 2.

Das Be- und Entladen des Binnenschiffs 1 mit Roheisenmischwagen 2 ermöglicht eine Schleusenkammer 5, die am Ufer eines Binnengewässers 6 angeordnet ist. Eine solche Anlage ist einerseits im Bereich eines Hochofenwerks, anderseits im Bereich eines Stahlwerks erforderlich. Die Roheisenmischwagen 2 werden am Hochofen beladen und auf einem Zufahrtsgleis 17 zur Schleusenkammer 5 gefahren, dort auf ein Binnenschiff 1 geladen und auf Binnengewässern 6 zu einer gleichartig ausgebildeten Schleusenkammer 5 transportiert, wo die Roheisenmischwagen 2 entladen und über ein Zufahrtsgleis 17 in das Stahlwerk gefahren werden.The loading and unloading of the barge 1 with pig iron mixing car 2 enables a lock chamber 5, which is arranged on the bank of an inland water 6. Such a system is necessary on the one hand in the area of a blast furnace plant and on the other hand in the area of a steel mill. The pig iron mixing wagons 2 are loaded at the blast furnace and driven on an access track 17 to the lock chamber 5, loaded there onto an inland vessel 1 and transported on inland waters 6 to a lock chamber 5 of similar design, where the pig iron mixing wagons 2 are unloaded and driven into the steelworks via an access track 17 .

In den Fig. 1 bis 3 ist die Schleusenkammer 5 am Ufer eines Flusses angeordnet. dessen maximaler Hochwasserstand 7 und dessen Niedrigwasserstand 8, bei dem die Schiffahrt noch möglich bzw. erlaubt ist, durch strichpunktierte Linien angedeutet ist. Der Boden der Schleusenkammer 5 liegt etwa in Höhe des Flußbettes, so daß die Binnenschiffe 1 auch bei dem angegebenen Niedrigwasserstand 8 in die Schleusenkammer 5 verholt werden können. Die Schleusenkammer 5 ist an einem Ende, vorzugsweise das abstromseitige, mit einem Schleusentor 10 versehen. Zum Fluten ist eine Pumpe 11 vorgesehen, die aus dem Binnengewässer 6 Wasser über eine Rohrleitung 12 in die Schleusenkammer 5 pumpt, bis der Wasserstand die Fluthöhe 13 erreicht hat. Die Schleusenkammer 5 nach den Fig. 1 bis 3 ist zur Aufnahme eines Binnenschiffes 1 bestimmt, doch können auch andere Beckengrößen gewählt werden.1 to 3, the lock chamber 5 is arranged on the bank of a river. its maximum high water level 7 and its low water level 8, at which navigation is still possible or permitted, is indicated by dash-dotted lines. The bottom of the lock chamber 5 is approximately at the level of the river bed, so that the barges 1 can also be moved into the lock chamber 5 at the specified low water level 8. The lock chamber 5 is provided at one end, preferably the downstream side, with a lock gate 10. A pump 11 is provided for flooding, which pumps water from the inland water 6 via a pipeline 12 into the lock chamber 5 until the water level has reached the flood level 13. The lock chamber 5 according to FIGS. 1 to 3 is intended for receiving an inland vessel 1, but other tank sizes can also be selected.

An der Landseite befindet sich ein Kai 16, in den ein kammerartiger und Teil der Schleusenkammer 5 bildender Absatz 14 eingelassen ist. Die Länge und Breite des Absatzes 14 sind so bemessen, daß der Boden des Absatzes 14 eine trokkendockartige Stellfläche für ein Binnenschiff 1 bildet. Auf dem Boden können Schwellen 15 angeordnet sein, auf denen der Schiffskörper aufliegt. Der Boden des Absatzes 14 liegt so hoch, daß er auch bei maximalem Hochwasserstand 7 noch freiliegt. Liegt ein Binnenschiff 1 auf der Stellfläche des Absatzes 14 trocken, muß dessen Gleis 3 in der gleichen Ebene wie das auf dem Kai 16 befindliche Zufahrtsgleis 17 liegen und linear zu diesem verlaufen. Der zwischen dem Binnenschiff 1 und dem Kai 16 verbleibende Spalt 19 wird durch ein Gleisverbindungsstück 18 überbrückt, welches das Gleis 3 mit dem Zufahrtsgleis 17 verbindet, so daß ein der Be- oder Entladung dienendes Auf- bzw. Herunterfahren von Roheisenmischwagen 2 möglich ist. Die Fluthöhe 13 in der Schleusenkammer 5 ist zumindest so hoch, daß ein Binnenschiff 1 frei schwimmend über den Absatz verholt werden kann.On the land side there is a quay 16 in which a chamber-like section 14 forming part of the lock chamber 5 is let in. The length and width of the paragraph 14 are dimensioned so that the bottom of the paragraph 14 forms a dry dock-like footprint for an inland vessel 1. Thresholds 15 on which the hull rests can be arranged on the floor. The bottom of paragraph 14 is so high that it is still exposed even at maximum flood level 7. If an inland waterway vessel 1 is dry on the footprint of the heel 14, its track 3 must lie in the same plane as the access track 17 located on the quay 16 and be linear to it. The gap 19 remaining between the barge 1 and the quay 16 is bridged by a track connecting piece 18 which connects the track 3 to the access track 17, so that a loading or unloading of the pig iron mixer wagon 2 is possible. The flood level 13 in the lock chamber 5 is at least so high that a barge 1 can be freely floating over the heel.

Ein zu beladenes Binnenschiff 1 wird zunächst in die Schleusenkammer 5 gebracht, durch Fluten bis auf Fluthöhe 13 angehoben und quer über den Absatz 14 verholt. Anschließend wird die Schleusenkammer 5 gelenzt. Zweckmäßig wird dabei der Wasserstand nur bis knapp unter den Absatz 14 abgesenkt, so daß beim folgenden Fluten nur wenig Wasser hereingepumpt zu werden braucht. Auf das auf der Stellfläche des Absatzes 14 trocken aufliegende Binnenschiff 1 werden anschließend bis zu drei Roheisenmischwagen 2 aufgefahren. Danach wird das beladene Binnenschiff 1 durch Fluten der Schleusenkammer 5 zum Schwimmen gebracht, quer verholt und durch Lenzen auf den Wasserstand des Binnengewässers 6 gebracht. Das Lenzen kann über Ventilorgane oder durch Anheben des Schleusentors 10 geschehen. Schließlich wird das Schleusentor 10 geöffnet und das beladene Binnenschiff 1 zum Bestimmungsort verfahren. Am Bestimmungsort, an dem sich eine gleichartige Schleusenkammer 5 befindet, wird das Binnenschiff 1 in entsprechender Weise auf dem Absatz 14 trockengelegt, entladen und wieder dem Binnengewässer 6 für die Rückfahrt zugeführt.A barge 1 to be loaded is first brought into the lock chamber 5, raised to flood level 13 by flooding and shifted across paragraph 14. The lock chamber 5 is then drained. Appropriately, the water level is only lowered to just below paragraph 14, so that little water needs to be pumped in during the subsequent flooding. Up to three pig iron mixing wagons 2 are then driven onto the barge 1 lying dry on the footprint of paragraph 14. Thereafter, the loaded barge 1 is made to swim by flooding the lock chamber 5, transversely displaced and brought to the water level of the inland water 6 by means of draining. The draining can be done via valve members or by lifting the lock gate 10. Finally, the lock gate 10 is opened and the loaded barge 1 is moved to the destination. At the destination, where there is a similar Lock chamber 5 is located, the barge 1 is drained in a corresponding manner on the paragraph 14, unloaded and returned to the inland water 6 for the return trip.

Bei der Ausführung nach Fig. 4 liegen die Hauptkammer der Schleusenkammer 5 und der Absatz 14 in einer Linie hintereinander, so daß das Binnenschff 1 in Längsrichtung über den Absatz 14 verholbar ist.In the embodiment according to FIG. 4, the main chamber of the lock chamber 5 and the shoulder 14 lie in a line one behind the other, so that the inland boss 1 can be displaced in the longitudinal direction via the shoulder 14.

Fig. 5 zeigt, wie der Spalt 19 zwischen dem Binnenschiff 1 und dem Kai 16 durch ein das Gleis 3 mit dem Zufahrtsgleis 17 verbindendes Gleisverbindungsstück 18 überbrückt wird, das die Überfahrt eines Roheisenmischwagens 2 ermöglicht. Das Gleisverbindungsstück 18 kann auch Teil eines klappbaren Bug- oder Hecktores oder am Kai 16 angebracht sein.FIG. 5 shows how the gap 19 between the barge 1 and the quay 16 is bridged by a track connecting piece 18 connecting the track 3 to the access track 17, which enables the passage of a pig iron mixer wagon 2. The track connector 18 can also be part of a foldable bow or stern gate or attached to the quay 16.

In Fig. 6 ist schematisch angedeutet, wie ein zum Transport von Roheisenmischwagen 2 bestimmtes Binnenschiff 1 aus Sicherheitsgründen mit einer feuerfesten Auskleidung 20 versehen ist. Damit im Schadensfalle ausfließendes Eisen nicht zu großen Blöcken erstarren kann, kann auf der Auskleidung 20 Sand aufgeschüttet werden, in den mäanderförmige Fließrinnen eingeformt werden.In Fig. 6 it is indicated schematically how a barge 1 intended for the transport of pig iron mixing wagons 2 is provided with a refractory lining 20 for safety reasons. So that in the event of damage, the iron flowing out cannot solidify into large blocks, 20 sand can be heaped on the lining, into which meandering channels are formed.

Die erfindungsgemäße Einrichtung ist nicht nur für den Transport von Roheisenmischwagen geeignet, sondern auch für andere Schwerlast-Eisenbahnwagen. Sie läßt sich auch zum Transport von Schwerlast-Straßenfahrzeugen herrichten. Wenngleich die Ausführungsbeispiele Binnenschiffe mit einem flachen Schiffsboden betreffen, kann der Absatz 14 auch für Binnenschiffe mit einem Kiel oder mit einem anderem Profil ausgestaltet sein.The device according to the invention is not only suitable for the transport of pig iron mixing wagons, but also for other heavy-duty railway wagons. It can also be set up for the transport of heavy-duty road vehicles. Although the exemplary embodiments relate to inland navigation vessels with a flat ship floor, paragraph 14 can also be designed for inland navigation vessels with a keel or with another profile.

Claims (6)

1. A facility for loading and unloading an inland ship (1) by means of heavy bulk traffic wagons, more particularly pig mixing wagons (2), on inland waterways despite substantial variations in water level, the inland ship (1) having a track (3) which extends from bow to stern and which is disposed above the water line (4) of the loaded ship (1), and a lock chamber (5) which communicates with the inland waterway (6) and which has provision for being flooded and emptied has a step (14) over which the ship (1) can be hauled when the lock chamber (5) is in the flooded state, the ship (1) resting on the bottom of the step (14) when empty, the ship track (3) being connected to an access track (17) on the land.
2. A facility according to claim 1, characterised in that the bottom of the step (14) extends in a plane which is above the maximum high water level (7) of the inland waterway (6).
3. A facility according to claim 1 or 2, characterised in that the lock chamber (5) is of a depth such as to be negotiable by the loaded ship (1) at a low-water level (8) permitting navigation.
4. A facility according to any of claims 1 to 3, characterised in that the lock chamber (5) is connected to a quay (16) into which the step (14) has been let and over which the ship (1) can be hauled transversely.
5. A facility according to any of claims 1 to 4, characterised in that the step (14) is a prolongation of the lock chamber (5) end the ship (1) can be hauled over the step (14) in its direction of travel.
6. A facility according to any one of claims 1 to 5, characterised in that a connecting length (18) of track is provided to bridge the gap (19) between the shipboard track (3) and the land-based access track (17).
EP89200954A 1989-04-14 1989-04-14 Facility for loading and unloading an inland vessel with heavy-load rail cars Expired - Lifetime EP0392094B1 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DE8989200954T DE58900504D1 (en) 1989-04-14 1989-04-14 DEVICE FOR LOADING AND UNLOADING A INLAND VESSEL WITH A HEAVY-DUTY RAILWAY TROLLEY.
AT89200954T ATE69774T1 (en) 1989-04-14 1989-04-14 DEVICE FOR LOADING AND UNLOADING AN INLAND SHIP WITH HEAVY DUTY RAILWAY CARS.
EP89200954A EP0392094B1 (en) 1989-04-14 1989-04-14 Facility for loading and unloading an inland vessel with heavy-load rail cars
PCT/EP1990/000290 WO1990012731A1 (en) 1989-04-14 1990-02-19 Installation for loading and unloading an inland-waterway vessel with heavy-load railway wagons
JP2504533A JP2553247B2 (en) 1989-04-14 1990-02-19 A device for loading and unloading heavy-duty railway vehicles on inland water-going vessels
CA002053235A CA2053235A1 (en) 1989-04-14 1990-02-19 Installation for loading and unloading an inland-waterway vessel with heavy-load railway wagons

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP89200954A EP0392094B1 (en) 1989-04-14 1989-04-14 Facility for loading and unloading an inland vessel with heavy-load rail cars

Publications (2)

Publication Number Publication Date
EP0392094A1 EP0392094A1 (en) 1990-10-17
EP0392094B1 true EP0392094B1 (en) 1991-11-27

Family

ID=8202365

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89200954A Expired - Lifetime EP0392094B1 (en) 1989-04-14 1989-04-14 Facility for loading and unloading an inland vessel with heavy-load rail cars

Country Status (6)

Country Link
EP (1) EP0392094B1 (en)
JP (1) JP2553247B2 (en)
AT (1) ATE69774T1 (en)
CA (1) CA2053235A1 (en)
DE (1) DE58900504D1 (en)
WO (1) WO1990012731A1 (en)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE57374C (en) * C. A. L. KÖPCKE, in Firma AUG. KÖPCKE, in Rotterdam Dry dock
NL6814343A (en) * 1968-10-07 1970-04-09 Koninklijke Hoogovens En Staal
ES386879A1 (en) * 1970-12-29 1974-06-01 Sener Tecnica Industrial Installation to varate and/or float ships. (Machine-translation by Google Translate, not legally binding)
JPS6020496B2 (en) * 1975-11-14 1985-05-22 日本マイヤー株式会社 Knitting method for double-sided pile knitted fabric
DE3112698A1 (en) * 1981-03-31 1982-10-21 Polensky & Zöllner, 6000 Frankfurt Dock
NL179567C (en) * 1981-10-13 1986-10-01 Laan Bernard John Van Der DOCKSHIP WITH DRIVING AND DRIVING DEVICES AND WITH CARRIAGES FOR HEAVY LOADS.
JPS61191495A (en) * 1985-02-18 1986-08-26 Hitachi Zosen Corp Shipping of large structure

Also Published As

Publication number Publication date
DE58900504D1 (en) 1992-01-09
ATE69774T1 (en) 1991-12-15
WO1990012731A1 (en) 1990-11-01
EP0392094A1 (en) 1990-10-17
JP2553247B2 (en) 1996-11-13
JPH07504373A (en) 1995-05-18
CA2053235A1 (en) 1990-10-15

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