Note: Descriptions are shown in the official language in which they were submitted.
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Cargo Loading and Unloading Systems
Field of the Invention
This invention relates to methods and means for the planning, management and
recordal of loading or unloading of cargo items to and from cargo carrying
vessels such
as ships, containers, aircraft, trains or road vehicles.
Background
Cargo planning, and cargo loading and unloading, are complex tasks that are
performed manually by humans. Therefore, these tasks are often not performed
optimally and are a considerable drain on time that could more usefully be
spent
performing other tasks.
Presently, loading cargo, particularly cargo which is loaded into ships, is a
task which is
performed manually. The task is very time consuming as it is frequently very
complex.
The problem involves the efficient allocation of different cargo types within
spaces of
varying shapes in the transport carrier. In particular, goods which are the
property of
one party, may need to be spread or distributed in various spaces within the
vessel to
maximise utilisation of the available space. This creates problems when it
comes to
loading and unloading cargo as the cargo which is the property of one party
often
needs to be sorted from that another party and the problem is further
complicated when
cargo's need to be delivered and loaded over a number of different ports of
call.
Known loading and unloading methods are performed manually by use of sketches
which frequently need to be amended and redrawn to distribute cargo
efficiently within
the constraints that include the size and shape of available spaces in storage
compartments, the size shape of the individual cargo items, the maximum weight
that
is permissible within the selected cargo space, the overall weight of the
loaded cargo,
and the port where the cargo is to be loaded or off loaded.
In the case of loading or unloading a ship, which is an example that is
referred to in the
detailed description of a preferred embodiment of the present invention,
drawings of
the ship are used to provide an approximate indication of available storage
space. The
cargo is than distributed amongst the available space. A major difficulty is
that the
profile of the storage spaces is usually irregular which makes quick
calculations of
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available space extremely difficult. Also, cargo items are often of a shape
that does not
conform to the profile of the hull. This means that an accurate picture of the
actual
space occupied by the cargo when loaded is not obtained. This commonly leads
to
underloading or overloading, which adds considerably to costs.
It is an object of the present invention to provide improved methods or means
for at
least planning or recording or managing the loading and/or unloading of cargo
items to
or from a cargo carrying vessel, or to at least provide the public with a
useful choice.
In one aspect the invention consists in a graphical user interface for
indicating the
location of one or more cargo items in at least one storage space of a cargo
carrying
vessel, the interface including
one or more storage areas defining the at least one storage space,
one or more selectively moveable representations of the one or more cargo
items, and
each representation being representative of the real space required for
location of the
one or more cargo items in the real storage space.
In a preferred embodiment each representation is moveable between the one or
more
storage spaces
In a preferred embodiment the user interface allows selective portrayal of the
one or
more storage space including the one or more cargo items in elevational view.
In a preferred embodiment the user interface allows selective portrayal of the
one or
more storage spaces including the one or more cargo items in plan view.
In a preferred embodiment the user interface allows selective portrayal of the
one or
more storage spaces including the one or more cargo items in a three-
dimensional
view.
In a further aspect the invention consists in a graphical user interface for
providing an
indication of the quantity of cargo loaded into, or unloaded from a cargo
carrying
vessel, the interface including
one or more storage areas defining the at least one storage space,
one or more selectively moveable representations of the one or more cargo
items, and
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each representation being representative of the real space consumed by
location of the
one or more cargo items in the real storage space.
In a preferred embodiment the user interface allows selective portrayal of the
one or
more storage spaces including the one or more cargo items in elevation view.
In a preferred embodiment the user interface allows selective portrayal of the
one or
more storage spaces including the one or more cargo items in plan view.
In a preferred embodiment the user interface allows selective portrayal of the
one or
more storage spaces including the one or more cargo items in a three-
dimensional
view.
In a further aspect the invention consists in a graphical user interface for
arrangement
and/or orientation of one or more cargo items in a storage space of a vessel,
the
interface including
a storage areas defining the storage space,
one or more selectively moveable representations of the one or more cargo
items, and
each representation being representative of the real space required for
location of the
one or more cargo items in the real storage space.
In a preferred embodiment each representation is moveable within the storage
space.
In a preferred embodiment the user interface allows selective portrayal of the
storage
space including the one or more cargo items in elevational view.
In a preferred embodiemnt the user interface allows selective portrayal of the
storage
space including the one or more cargo items in plan view.
In a preferred embodiment the user interface allows selective portrayal of the
storage
space including the one or more cargo items in a three-dimensional view.
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In a further aspect the invention consists in a method of loading cargo items
into a
storage space of a cargo canying vessel, each item of cargo having a unique
identifier
readable by a scanning means, the method comprising the steps of
applying the scanning means to one or more of the cargo items about to be, or
in the
process of being, or have been, loaded or unloaded,
passing the information obtained from the scanning means to a processing
means,
processing the information to determine which item or items of cargo are about
to be,
or are being, or which have been, loaded or unloaded, and
displaying the information to a user.
In a further aspect the invention consists in a method of determining
available storage
volume in a storage space of a cargo carrying vessel, the method comprising
the steps
of
establishing a first reference point on or in the vessel,
recording a first dimension of the storage space at the first reference point,
selecting a second reference point a predetermined distance in a second
dimension
from the first reference point,
recording a first dimension of the storage space at the second reference
point,
selecting a third reference point a predetermined distance in a third
dimension from the
first reference point,
recording a first dimension of the storage space at the third reference point,
and
repeating the foregoing steps to amass information indicative of the spatial
relationship
of the boundaries of the storage space relative to the first reference point.
In a preferred embodiment the predetermined distance between the first
reference
point and subsequent reference points is a regular interval.
Alternatively the predetermined distance between the first reference point and
subsequent reference points is selected according to the degree of change in
the
magnitude of the first dimension.
In a further aspect the invention consists in a method of determining whether
any
measurable stowage parameter of a vessel or cargo carrying region thereof will
be
exceeded by a given quantity of cargo, the method comprising the steps of;
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providing data relating to a measurable parameter of the cargo and data
relating to the
measurable stowage parameter,
using one of the measurable parameters to calculate a value in measurable
units which
is in the same units as the other of the measurable parameters,
comparing the calculated value with the other measurable parameter, and
providing an indication to a user if the cargo measurement exceeds the stowage
measurement as a result of the comparison.
In a preferred embodiment the measurable parameters may be expressed in any
measurable quantity, including units, pieces, volume, or weight.
In a further aspect the invention consists in a method of providing a visual
indication of
the location of one or more cargo items in at least one storage space of a
cargo
carrying vessel, the method including the steps of:
calculating the volume of the storage space from data relating to the profile
thereof,
providing the volume of the one or more cargo items, and
displaying a visual indication of the volume of cargo occupying the storage
space, the
indication being representative of the real space required for location of the
one or
more cargo items in the real storage space.
In a preferred embodiment the method includes the step of representing the
storage
space and the one or more cargo items in elevational and/or plan and/or three
dimensional view.
In a preferred embodiment the method includes the step of representing the one
or
more cargo items in lots.
In a preferred embodiment the method includes the step of calculating the
weight of the
one or more cargo items and comparing the weight with predetermined parameters
and
displaying a warning if any of the parameters are exceeded.
In a further aspect the invention consists in a method of load planning using
the
graphical user interface and/or the method of any one of the preceding
statements of
invention.
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In a further aspect the invention consists in a method of unload planning
using the
graphical user interface and/or the method of any one of the preceding
statements of
invention.
In a further aspect the invention consists in a cargo loading or unloading
planning or
monitoring system having,
a base station from which data relating to the loading or unloading operation
may be
monitored,
at least one agent station which transmits and/or receives selected data to or
from the
base station, the agent stations in use being provided adjacent to a cargo
loading
vessel,
the base station including means to select data relating to specified cargo
items or
groups of cargo items available to the agent station whereby an operator of
the base
station may control the cargo items or groups of cargo items which are
actually loaded
or unloaded at agent stations.
In a further aspect the invention consists in a cargo loading or unloading
planning
system including a base station,
at least one agent station in communication with the base station,
each agent station including data input means,
the data input means being selected from a scanning means which scans and
receives
data including a unique identifier relating to each cargo item or group of
cargo items, or
the data input means including a manual count of the cargo items or group of
cargo
items.
In a preferred embodiment the manual count may be performed by cumulative
addition
of separate items or group of items, the total of the addition process being
transmitted
to the base station.
In a preferred embodiment the transmission of data relating to a number of
cargo items
or groups of cargo items is transmitted to the base station upon a positive
request by
an operator of the agent station.
In a further aspect the invention consists in weight determining apparatus
including
lifting attachment means for attachment to lifting apparatus,
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load attachment means for attachment to a load to be lifted by the lifting
apparatus,
a weight determining means for providing an indication of the weight for the
load, and
receiving means to receive a weighing instruction signal to the weight
determining
means to provide the weight indication to a transmission means to transmit the
weight
indication to a processing means.
In a further aspect the invention consists in weight determining apparatus
including
attachment means to attach the apparatus to a lifting apparatus,
a weight determining means for providing an indication of the weight for the
load, and
receiving means to receive a weighing instruction signal to the weight
determining
means to provide the weight indication to a transmission means to transmit the
weight
indication to a processing means.
The invention may also be said to consist in the parts, elements and features
referred
to or indicated in the specification of the application, individually or
collectively, and any
or all combinations of any two or more of the said parts, elements or
features, and
where elements or features are mentioned herein and which have known
equivalents in
the art to which this invention relates, such known equivalents are deemed to
be
incorporated herein as if individually set forth.
The invention consists of the forgoing and also envisages constructions of
which the
following gives examples.
Drawing Description
One preferred form of the present invention will now be described with
reference to the
accompanying drawings in which;
Figure 1 is a view of a visual display unit indicative of a first graphical
interface in
accordance with the present invention,
Figure 1A is a continuation of figure 1,
Figures 1 B and 1 C are a diagrammatic plan view and elevation respectively of
a cargo
carrying vessel,
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Figure 1 D is an example of vessel measurement data used in accordance with
the
present invention.
Figure 2 is a view indicative of a further graphical interface in accordance
with the
present invention,
Figure 2A is a continuation of figure 2
Figure 3 is a view of a visual display unit indicative of a further graphical
interface in
accordance with the present invention,
Figure 3A is a continuation of figure 3,
Figure 4 is a view of a visual display unit indicative of a further graphical
interface in
accordance with the present invention,
Figure 4A is a continuation of figure 4,
Figure 5 is a diagrammatic plan view of a cargo carrying vessel and cargo
items to be
loaded thereon,
Figures 6 and 6A are schematic diagrams of first and second embodiments of a
weight
determining apparatus in accordance with the present invention,
Figures 7A to 7F are screen shots of agent stations in accordance with the
present
invention,
Figure 8 is a screen shot of a graphical user interface in accordance with the
present
invention, and
Figure 9 is a schematic flow diagram illustrating operation of the cargo
loading and
unloading management system in accordance with the present invention.
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Detailed Description of Preferred Embodiment
The present invention relates to a system for planning and management of the
loading
and unloading of various types of cargo to and from cargo vessels, such as
ships,
aircraft or other bulk cargo carrying apparatus.
Referring to figure 1, the present system utilises a graphical interface which
provides
various views representative of the spaces in the vessel in which cargo is to
be loaded.
In the illustration shown in figures 1 and 1a, the example refers to a
seagoing vessel
having five holds referenced 1-5.
The vertical lines in between the holds represent the internal barriers or
bulkheads
within the ship which separate one hold from the next. The bold dark line
referenced 6
is representative to the deck of the vessel. Therefore, the diagrammatic view
illustrated
in figures 1 and 1 a is that of the vessel in side elevation and in cross
section. Hold 1 is
the hold nearest the bow of the vessel and hold 5 is the hold nearest the
stern.
In order to obtain the diagrammatic representation illustrated in figures 1
and 1a, data
is firstly entered which is representative of the vessel in which the cargo is
to be
loaded, and which is representative of the cargo.
Initially, a database is established, using a known database application, for
example
Microsoft Access. A standard programming language for obtaining information
from
and updating the database such as SQL may be used.
In order to obtain the required data about the vessel which is to transport
the cargo,
measurements of the cargo vessel are obtained.
The present invention uses a method of collecting data directly from the plans
for the
vessel. As illustrated in figure 1 b, a starting point for measurements is
established.
This could be any point in a hold or on the deck of the vessel, but is
preferably an
easily recognised starting point such as the base of the first hold, as
indicated by point
10 in figure 1 B. At this point, which is preferably the starting point for at
least the first
hold by convention in the method, the width W (figure 1 B) of the hold is
measured at
height H (figure 1 C) from the plan and recorded. Such recordation is
preferably
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achieved by direct entry of the data into the system of the present invention
i.e. by
keying the data into a database used in accordance with the present invention
on a
personal computer which may include a laptop, notebook or hand-held computer.
The measurements as made directly from the plan may be used, or alternatively
the
measurements from the plan may be scaled prior to entry to provide an actual
measurement of the dimension in metres or feet for example. If measurements
are
taken directly from the plan, then these can be scaled by the system of the
present
invention to give an appropriate dimension in a measurement such as metres or
feet.
Thus the data recorded at point 10 may be represented as distance = 0, height
= 0,
width = X, where X is a number indicative of the actual measurement of the
width of the
hold at point 10. Once this first measurement has been taken, a further point
may be
selected, for example a point vertically below point 10 at a preselected or
predetermined distance and the width at this point may be recorded. An example
of
such a point is illustrated as point 11 (refer figure 1 C). It will be seen
that these
measurements can be used to provide a profile of the variation of width in the
hold over
vertical distance in the hold at one end of the hold. By progressing along the
hold in
predetermined increments, further profiles of the variation in width relative
to height of
the hold may be obtained at these further points. One such further point is
referenced
12 in figures 1 B and 1 C.
The system can, in effect, record the data as a matrix as illustrated in
figure 1 D where
the columns D, H and W refer to the distance, height and width respectively at
points
along any one hold.
The progressive points of distance and height which are used to collect data
are
preferably selected at predetermined intervals, for example 0.1 metres.
However, it will
be seen that any other number of preselected points may be used.
A further feature of the method by which data is collected in accordance with
the
invention of the present system is to only record the distance and height
measurements at which there is a significant change in the width profile of
the hold.
This is feasible because in many cases with vessels such as ships, the profile
of the
sides of the vessel, and therefore the profile of the sides of the hold, can
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uniform, particularly midships. Therefore, only taking measurements at points
where
there is a significant change in the width of the hold can significantly
reduce the amount
of data that needs to be collected and therefore the time required to enter
data relating
to any particular vessel. Furthermore, the sheer volume of data is reduced
which
results in a saving in memory in the system and can assist in calculations of
the volume
of the hold being performed more quickly.
When measurements are taken at points where there is a significant difference
or
change in the width of the hold, the system is programmed to perform a linear
interpolation between the points of change and create data at predetermined
points
undisbursed between the given measurements at which change occurs. Therefore,
referring to figure 1 B, one measurement of the width may be taken at point
14, and
then another measurement taken at point 16. In that instance, the computer
could
interpolate to some midpoint, for example point 18 or any other number of
points
between points 14 and 16 at predetermined spacings, and calculate an
approximate
width of the hold at that point based on the assumption that the sides of the
hold vary
linearly between the two known points of change.
It will be seen that this method of obtaining data regarding the profile of
the hold is
applicable to the whole ship, not just in an individual hold, so that the area
of available
deck space may be calculated for placement of cargo upon the deck if required.
Also,
data indicative of the relative positions of the holds in relation to each
other may be
obtained. It will also be seen that the system of measuring could be achieved
in any
other way, for example by starting the measurements at a point in an upper
corner of a
hold and progressing along the side of the hold using the same basic method.
The array of data collected about the storage spaces of the vessels is then
stored and
allocated either uniquely to the particular vessel, by name of the vessel or
to the class
of vessel.
When the volume of the storage space of the vessel needs to be calculated, the
data
collected is used to incrementally calculate the available volume of storage
space.
Providing measurements of the storage space in order that a profile can be
generated
provides the significant advantages that
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1 ) the system can take account of the various shapes of cargo so as to
determine
whether the cargo can fit in the available space, and
2) that the actual level to which a hold will be filled by a particular cargo
volume
can be portrayed
rather than working out the volume of the available space as compared to the
volume
of cargo desired to be loaded which can provide a misleading indication of the
location
of cargo within a hold or the like
Once the particular vessel type is known, and the data regarding the storage
space
dimensions is available, data relating to the cargo which is designed to be
loaded is
entered.
In most cargo loading applications, the cargo which is to be loaded is defined
in "lots"
which may belong to one or more proprietors, which have been organised in the
form
of a group of cargo items for which a contract has been entered into for
carriage to a
particular destination.
The data that is required to be entered regarding the cargo may include the
volume
and type of product that comprises each lot. For example, as can be seen in
figures 4
and 4a lot 10 comprises materials of varying lengths (refer to the "Lth"
columns).
Once the data regarding each lot has been entered, the user brings up the
"cargo
lineup" window shown in figures 1 and 1a, and "drags" each lot, or parts
thereof using a
computer mouse for example, into the holds of the vessel. Alternatively,
keyboard
commands may be used to manipulate the location of the cargo. The user can
split
each lot into various quantities and distribute these throughout the loading
space in the
vessel. This can be seen by looking at some of the lots, for example lot 10
which can
be seen distributed on the deck above holds 1 and 3 and below the deck at the
bottom
of hold 2.
To move lots, or parts of lots between various storage spaces, the user simply
"clicks"
on the square representing the relevant lot or part thereof and "drags" that
part to the
desired location.
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Importantly, the representation in figures 1 and 1a is a scale representation
of the
height taken up by the particular volume represented by the cargo in each
square.
Therefore, it is readily apparent to the user if the cargo which the user
places within a
particular hold will not fit in the hold. It is also readily apparent during
loading whether
the correct volume of cargo has been loaded. During unloading, it is readily
apparent
as to where a particular type of cargo, or cargo belonging to a particular
proprietor,
should be.
The system is able to calculate a scale height of the cargo stored in any hold
by taking
account of the nature of the cargo and the volume of cargo space usually taken
up by
such cargo as compared with the available volume in that part of the hold of
the vessel.
For example comparing that part of lot 6 in hold 4 (JAS 1666 in quantity)
compared
with the same quantity of lot 6 in hold 2, can be seen at the height of that
same quantity
of material in hold 2 is much greater than the height of the same of quantity
of material
in hold 4. This is because the vessel is narrower near the bow than it is near
the stern.
The user interface in figures 1 and 1 a also has the advantage that each
particular
square is colour coded. The colour coding can be selected easily by the user
to
immediately convey important information. In the illustration shown in figures
1 and 1a,
the squares are colour coded by destination port. Thus it can be seen that all
of the
cargo destined for the port Taichung is one colour, whereas the cargo destined
for the
other two ports - Kunsan and Pusan are in two separate colours.
Alternatively, the user can select colour coding by other parameters, for
example
loading port, lot number, proprietor or cargo type.
As well as calculating the volume taken up by the cargo as it is being
arranged in the
plans shown in figures 1 and 1a, the system also calculates the weight of the
cargo and
provides warning when the weight in any one hold exceeds a predetermined
safety
limit, or when the weight on the deck space above each hold exceeds any
predetermined safety limits. The system also provides information as to the
weight
distribution throughout the vessel so that the load planner can ensure that
there is not a
dangerous or undesirable weight distribution or that the load is such that the
vessel is
unacceptably low in the water. These factors can be critical to safety,
performance of
the vessel, and to access to desired ports.
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The desired measurement of cargo, whether it be by volume, or weight or units
or
pieces (as in the case of containers for example) can be calculated by the
system from
any measurable input to obtain a measurement against which any of the stowage
parameters, such as weight, volume, or units or pieces can be compared. Also,
the
stowage parameter can be manipulated by the system to compare with the cargo
measurement. If the cargo measurement exceeds the stowage measurement, this is
displayed or otherwise indicated to the user.
Referring to figure 2, a further interface is shown representing a front
elevation within a
particular hold of the vessel, in the example, hold 4, is shown. As
illustrated, there are
dimensions provided (for example in meters) across the floor of the hold and
vertically
up the side of the hold. These enable a good indication as to the space
required for
various items of cargo.
The cargo illustrated in figure 2 comprises logs and it can be seen that
indications are
provided as to where the logs belonging to various lots begin and end. Lots 1
and 2
are illustrated in figure 2 and it can be seen that the volume (1080 JAS) is
indicated as
the volume of each lot. Furthermore, it will be seen that the logs come in
different
lengths, and the graphical user interface allows the length of various logs to
be shown
so the user may establish a "best fit" of the cargo given the particular shape
of the
cargo. Furthermore, as indicated in the right hand side of the figure, the
user may
"rotate" the cargo so that, in this case the logs are shown end on as being
stacked
transversally across the ship at the right hand side of the hold. Therefore, a
three
dimensional indication of the volume of the cargo relative to a three
dimensional
indication of the volume of the hold or other storage space (such as the deck)
is
provided, so that a user may accurately position cargo in the storage space.
Furthermore, although not shown in figures 1, 1 a or 2, the ship overall,
including
various levels of the hold and the deck may be shown in plan view i.e. looking
straight
down into the hold or onto the deck. The vessel may also be represented in a
three-
dimensional view. This is possible because data as to the three dimensional
shape of
the storage space is available, having been entered into the system as
described with
reference to figures 1 B and 1 C, and data for cargo of irregular shapes can
be entered
in the same way. Data for other cargo items, such as logs, can be established
from
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information already provided in relation to each log. Thus, taking a cargo of
logs as an
example, each log is usually provided with a unique identification, which may
be
represented in a bar code (see further below). In practice the significant
dimensions of
each log are recorded and associated with the unique identifier. The
information may
be provided in the form of electronically recorded data which may be accessed
by the
system of the present invention. Therefore, information as to the dimensions
of each
log is available to the system, so that each log may be accurately portrayed
in three
dimensions relative to the available storage space.
Referring to figure 3, a user interface is shown whereby each of the lots to
be loaded or
unloaded is indicated in the left hand most column 30 together with a three
letter
reference indicating the port at which the lot is to be loaded or was loaded.
The
number of units in each lot is recorded in columns 32 together with the units
of
measurement in columns 34. The destination for this is in column 36.
In column 38, which is referenced "ToGo", the number of units in each lot
which are still
to be loaded or unloaded is recorded.
Therefore, column 38 provides an indication in real time, while loading or
unloading
occurring as to the amount of work which has been performed, and the amount
which
is still outstanding. The way in which data as to the quantities of material
loaded or
unloaded is gathered is explained further below.
In column 40 "LoadStatus" provides a summary of the present status of the
loading or
unloading operation. Therefore, lots 4 and 10 are finished and are colour
coded as
such. Lots 5, 6 and 8 are still being loaded or unloaded, so they are labeled
"working".
Lot 7 is complete and lot 9 has been cancelled. Lot 11 is waiting for work to
commence.
Turning now to figures 4 and 4a, it can be seen that a summary of the loading
or
unloading operation is provided in the lower most window referenced 50 for lot
10 in
this example (but any other lot may be selected) showing in which hatch and in
which
level the cargo is comprising the lot being loaded, and the difference between
the
quantity of material which is actually loaded and that which is planned.
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From the information gained as to the quantity of cargo, and volume consumed
by such
cargo as was actually loaded, an accurate representation using the graphical
interface
as shown in figures 1 and 1 a may be derived as to the real or true status of
the load
which has been loaded onto the ship. Such a diagram of the actual ship loading
may
be used to plan an unloading operation and to maintain a status report of the
unloading
operation as described as to reference figure 3 at the destination port.
It will also be seen in figures 4 and 4a that all the information may be
selected including
the gang that performed the loading or unloading operation at 52, the hatch or
hatches
in which the gang was working at 54, together with the level 56 and the lot or
lots 58.
Referring now to figure 5, a real time, or near real time data acquisition
system for
loading or unloading operations is achieved by recording each cargo item which
is
transferred to or from the cargo carrying vessel. Therefore, in figure 5,
there are a
number (in this example three but many more may be used) discrete collections
of
cargo items, generally referenced 60, 62 and 64 which are to be transferred
into cargo
storage areas or holds 70, 72 and 74 of a cargo carrying vessel 66.
In practice, each cargo item (in this example logs are shown, but other cargo
types
may be used) has a unique identifier in the form of a barcode which is read or
scanned
by a barcode reader. Three barcode readers relating to each collection or lot
of cargo
items are generally illustrated 80, 82 and 84 and have corresponding
transmission
means (preferably radio frequency transmission, but alternatively cables, or a
combination of both if desired). The transmission means are generally
referenced 90,
92 and 94 and transmit information to a receiving means 96 which in turn
provides the
information to a computer 98.
The computer 98 in use contains software which embodies the present invention
including the graphical user interfaces referred to above. Upon receipt of the
barcode
information by the computer 98, the computer looks up the database relating to
the
cargo items comprising each lot and individual records the transfer of each
cargo item
whether it is scanned by the barcode scanners 80, 82 or 84. Therefore, in use,
as
each item of cargo is transferred to the crane or other apparatus for loading
onto the
ship, the user uses the barcode scanner to record the barcode for the cargo
item so
that this information is provided to the computer to maintain an up to date
status report
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of the cargo loading operation. The time at which each barcode is scanned is
recorded
so it has a time stamp for productivity information. It will be seen that when
a number
different "gangs" or loading operators are working on the one vessel, the use
of a
number of barcode scanners (for example 1 scanner for each "gang") allows a
continuous update be provided as the work which is being performed, or has
been
performed, by each gang in relation to each lot of cargo. From knowing the
hatch or
deck area that each gang is working on, it can be confirmed by the system that
the
cargo item has been located in the correct place according to the cargo
loading plan of
figures 1 and 1 a.
Referring to figure 6, a crane represented diagrammatically by boom 100 is
shown
having a diagrammatic hook 102 suspended therefrom which is used to carry a
lifting
cage or other cargo containment apparatus such as a rope or strops 104 in or
on which
one or more items of cargo 106 is carried. In accordance with one aspect of
the
present invention, the hook 102 includes a form of weight determination means
108
which may comprise any known means of determining weight. For example, the
determination means 108 may comprise electrical circuits which gauge the
stress or
strain placed on the hook once the load 106 is lifted. The determination means
provide
an indication to a processing means 110 which records the weight indication at
a
predetermined time which is governed by a triggering apparatus 112.
Preferably, the
triggering apparatus 112 is located remotely from the hook, but the processing
means 110 is located substantially adjacent to or as part of the hook
apparatus.
The preferred form of weight determining apparatus is shown schematically in
figure
6A. Referring to that figure, the weight determining apparatus is shown in a
housing
116 which is connected between hooks 102 one of which connects the apparatus
116
to the crane and the other of which connects the apparatus 116 to the load
106.
Therefore, the apparatus can be easily connected or disconnected to or from
the crane
assembly. The weight determining apparatus includes weight determination means
such as a load cell, or hydraulic or electridelectronic weight indication
apparatus, such
as apparatus 108 of figure 6, for example. The apparatus 116 preferably
includes
processor means such as processor 110 of figure 6, and triggering apparatus
112 of
figure 6.
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The trigger means 112 may be connected a transmission line so it has a wire or
the like
to the crane apparatus, but preferably transmits an RF signal or another
electro-
magnetic signal, such as a light signal, infrared signal, or the like which is
received by
the processing means 110 and causes a record of the weight indication to be
made
and to be transmitted by the processing means 110 to a base station 114.
The apparatus of figures 6 and 6A thus allows a load of cargo to be lifted by
crane, and
when the load is stabilised, the operator, upon observing that the load is
substantially
stationary, uses the trigger means to command that a "snap shot" of the load
indication
at that time be processed by the processing means 110 and preferably
transmitted to
the base station 114. If preferred, the processing means 110 may store a
number of
indications of load before transmitting these, but in order to maintain a
track of the real
time load status, it is preferred that immediate transmission of the load
indication is
provided to the base station 114. Load monitoring is discussed further below
in more
detail.
Referring now to figures 7A to 7F, a succession of screen shots of various
agent
terminals is provided which illustrate the use of agent stations which are
intended to be
used in conjunction with the scanning apparatus described with reference to
figure 5.
Thus referring to figure 7A, the agent who has the terminal in communication
with, and
preferably located adjacent to its relevant scanner has the first screen on
which a job
number, to identify the overall loading operation, can be entered. Information
relating
to the gang, or group of persons who will perform the loading operation is
entered and
a start date and time are entered. These dates may be prompted automatically
by the
system. As indicated at the base of the screen, the user may press the "enter"
key to
select various prompted information and provide this to a base station which
coordinates the information received to provide an indication of the overall
status of the
actual loading operation. This diagram is referred to with reference to figure
8 below.
Turning to figure 7B, the next screen shows an operator entering data
regarding the
particular cargo items or group of cargo items to be loaded. In this instance,
gang 2 is
working on lot 3 to load data in to hatch 1 at deck level. It can be seen that
data is
entered relating to the principal (Ppl), grade of material (Grd) and type and
length
(T1,T2 and Lth).
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Turning to figure 7C, it will be seen that the operator can confirm details
regarding the
gang, lot, destination for the cargo in the vessel and the quantity of cargo
to be loaded
is presented as a target loading for the vessel and the hatch.
Referring to figure 7D, the vessel target figure corresponds to the total
amount of cargo
(whether measured in volume or pieces or in other measurement for example)
that is to
be loaded on to the vessel. This volume may be distributed over a number of
different
loading operations, so the present invention provides a "hatch" target which
is the
target for the present gang working to load a particular hatch or part of the
vessel. In
figure 7E, a telescreen is shown in which a hatch target is illustrated
together with the
volume actually loaded (under the heading Ldt).
One further significant feature illustrated in figure 7D is the provision of
the "add" field
in which volume can be added manually in terms of pieces (Pcs) or tickets
(Tkts) by the
user simply pressing the "enter" key to add up the cargo items and then
transmitting
the number of items that have been listed in that given list operation by
pressing the
"F6" key. This transmits data to the base station for processing.
In figure 7F statistics relating to the communications that have occurred
between the
agent terminals and the base terminal are shown.
It can be seen that the information provided by weighing each lift of cargo
items using
the apparatus described in figure 6 can be helpful in keeping a tally of the
loading
situation. Therefore, as well as the information referred to in figures 7A to
7F,
information transmitted to an agent terminal from the crane weight determining
apparatus can be used to indicate the weight of the cargo items listed as
compared
with their number or volume. This can be particularly useful as cargo weight
can
change with other variables such as weather conditions. If the cargo weight as
loaded
on to the ship is increasing faster than expected in the plan, then the
system, or the
planner through manual intervention, may reassess the expected volumes to be
loaded
on to the vessel so as to prevent any time being wasted through the vessel
being
"closed off' by the captain for example, midway through the previously planned
loading
operation.
Turning to figure 8, a screen shot of the information available to the user of
the base
station is shown. In the left hand column 200, the job identification number
is shown
and underneath are the gangs that are working in the shift (relating to the
shift period
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identified in field 202) with the agent stations identified as terminals 1
through 9
represented by the symbol of the scanner.
As described previously, the lot number and cargo items relating to each lot
together
with the principal for each lot is identified in columns 204 to 216.
The "spec" column 218 identifies the quantity of the cargo item to be loaded
and the
next adjacent column records the units of measurement (for example cubic
metres).
The volume of the total material actually loaded is indicated in the "Spt.d"
column and
the amount of this material that is left to load is identified in the "Sptgo"
column. A
warning is provided to the operator by the system when only a certain volume
of cargo
is left to be loaded. This volume is selected in the "SW' column.
The next column "Tgt" records the target volume of cargo relating to each
particular
hatch. As described previously with reference to figures 7A to 7F, there is a
target
volume for the vessel and a separate target for a given hatch. The amount of
the
target volume which has actually been entered is listed in the "Tgtd" column.
This
figure is based on the volume figures received from the agent stations. The
target
volume remaining is shown in the "Tgtgo" column. Also, a warning is provided
based
on a selective volume to go in the "Tw" column. Columns 220, 222 and 224
relate to
the hatch, level and gang respectively for the cargo items. Column 226 is one
for
which the operator of the agent station can work on. All of the cargo for
which "NO" is
entered is unavailable to the agent stations, so data relating to these cargo
items
cannot be loaded or manipulated by the agent stations until selected by a user
of the
base station. This prevents information overload and confusion amongst agent
stations and allows the operator of the base station to have more control over
the
loading process.
Finally, the last column 228 has symbols which indicate the cargo being
actively loaded
at any time. In this case, only lot 10 lengths 5.4 and 7.3 are being actively
loaded. The
5.4 lengths hatch target has already been met and slightly exceeded, so the
symbol
has a vessel 230 shown. Because the hatch target has not been exceeded for the
7.3
metre length, a hatch symbol 232 is shown.
Referring to figure 9 the overall operation of the system according to the
preferred
embodiment of the invention described herein is illustrated. The system has a
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database 300 which is used to record and organise the information required by
the
system.
When an order to ship goods is received, the data is entered into the database
as
shown at 302. As described above, in many bulk cargo carriers such as seagoing
ships, the cargo will comprise more than one order, so information regarding
stock form
the existing inventory must also be present in the database as shown at 304.
Vessel dimensional data must also be present in the database. If data relating
to the
vessel type is not already in the database, then it must be entered at 306.
From this data, the application creates a plan of the ship at 308 including
the location of
cargo within the ship for optimal carrying capacity within constraints of
safety, the order
in which unloading is required, and the type of cargo.
Following the ship plan, loading or unloading targets are established at 310
based on
the volume of cargo and its placement in the ship. As indicated by the arrows
in figure
9 the targets may change depending on the real time progress of the loading or
unloading operation.
The system includes a further application 312 which manages the loading or
unloading
operation and provides progress and performance data. This application
monitors and
records each cargo item as it is being loaded or unloaded by optionally
recording an
identifier such as a barcode at 314 and/or weighing each item at 316. Such
identification recording and weighing may be performed at a number of
locations
simultaneously by sending and receiving information to and from remote
terminals as
shown at step 318.
The progress toward loading or unloading targets is monitored at 320, and data
output
reports are generated at 322.
It will be seen that the present invention provides considerable advantages
over
existing manual systems in that it saves a considerable amount of time and
provides
accurate and reliable data.
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