FIELD OF INVENTION

Embodiments of the present application illustrate an e-port and specifically to a system and method to provide an intermodal transfer of containerized freight. Specifically, the present disclosure eliminates any need for stacking, storing or waiting on the port premises or inside port boundary, but applicable at any other changeover points for freight in order to handle containerized freight.

BACKGROUND OF THE INVENTION

Containers or freight carried by the ships are loaded or unloaded during the docketing of the ship at a particular port. Port container facilities provide infrastructure, machinery, and other resources for transferring containers between water-borne and land-borne modes of transportation.

The major difficulty encountered during the transfer of containers to and from ships is the availability of storage area within the port premises and speed of movement of containers/freight from hinterland. Usually the containers that are counted in the hundreds, are stored outdoors in several horizontal and vertical rows, whereby these occupy large acres of valuable land. The containers which are transported between hinterland and the port terminal via trucks or trains are loaded onto and unloaded from ships by the cranes rigged for the purpose or using the equipment within the ship at terminal. They are transferred between the horizontal rows at the terminal and the cranes by trailers or straddle vehicles or perhaps directly by the vehicle carrying the container to or from the terminal. The yard vehicles are manually driven up and down and in and out of the rows, and to and from the ship, along various routes and at various speeds which are controlled by their individual operators. Therefore, the degree of automation would not affect the movement of containers to and from the ship in respect of the receipt, storage, location, loading, unloading and discharge or dispatch of containers. Therefore, not only are large land areas of high cost occupied by the ports, but the transportation of containers is less efficient than desirable.

In recent years, the existing port infrastructure is under pressure due to increase in vessel size. For example, “OOCL Hong Kong” has a carrying capacity of 21413 TEU (twenty-foot equivalent units). Thus, the larger ships require larger channels and longer berths with deep enough water. Moreover, the larger ships or vessels cause greater peaks at the terminals, thereby making the existing port infrastructure inefficient. Therefore, the only option available currently is to expand the size of yard or increase the availability of the land within the port premises. But this solution is very costly and often impossible due to non-availability of land at the port premise.

Therefore, there is a need for a loading or unloading technique of the containers to and from the ships or vessels directly to and from the transportation system of the hinterland which carries the containers to and from their final location. This eliminates the requirement of storing or stacking of containers within the premises of the port itself.

SUMMARY OF THE INVENTION

The following presents a simplified summary of the subject matter in order to provide a basic understanding of some of the aspects of subject matter embodiments. This summary is not an extensive overview of the subject matter. It is not intended to identify key/critical elements of the embodiments or to delineate the scope of the subject matter. It’s sole purpose is to present some concepts of the subject matter in a simplified form as a prelude to the more detailed description that is presented later.

A system or an e-Port system for intermodal change of containerized freight disclosed here addresses the above-mentioned need for a loading or unloading technique of the containers to and from the ships or vessels directly to and from the transportation system of the hinterland which carries the containers to and from their final location. This system eliminates the requirement of storing or stacking of containers within the premises of the port itself. This system for intermodal change of containerized freight that’s operational to perform loading and unloading of containers at a port, comprises at least one berth, at least one crane, and a central management module. The berth includes multiple rail-tracks to transport the containers, wherein the containers are loaded on respective self-propelled automated electric carriers that are configured to traverse across the respective tracks. The cranes are positioned adjacent to the tracks, wherein the crane is configured to load and unload the containers to and from the ships that are docked adjacent to the berths and to load and unload the containers to and from the containers directed towards the ship. The central management module is controlled by at least one processor, wherein the central management module is configured to: assign a selected crane to load the container from the self- propelled automated electric carrier to the ship and to unload the container from the ship to the self-propelled automated electric carrier, based on the delivery information; assign a selected track for each self-propelled automated electric carrier depending on delivery information of the container that is electronically and remotely loaded on the on board computer of each self- propelled automated electric carrier; and routing the self-propelled automated electric carrier to a location mentioned in the delivery information. In an embodiment, the rail tracks present in each berth are substantially positioned adjacent and parallel to the ships that are docked in the proximity of that berth. In an embodiment, the self-propelled automated electric carriers are electric powered and self-driven, and wherein the self-propelled automated electric carriers are directed by the central management module to load and unload containers from the incoming containerized freight.

In an embodiment, the cranes are substantially positioned in a perpendicular orientation to the tracks, and wherein the cranes are controlled by the central management module to select a self- propelled automated electric carrier that is positioned on a respective track to load the container on the ship and unload the containers from the ship. In an embodiment, the system comprises scanners that are positioned at one of an entry and an exit portion of each rail track, wherein the scanners are configured to perform security check on contents present in each container so that each container is either routed to customs (or any government agency deemed) for comprehensive check, re-routed to the berth, and routed for segregation, based on scanning results. In an embodiment, the central management module synchronizes movement of the self-propelled automated electric carrier, and loading and unloading of the containers with the other systems that include ship-liner operator, terminal operators, freight operators, and port operators.

In an embodiment, the central management module performs segregation of the containers using a switching module positioned on the rail-tracks while the self-propelled automated electric carrier is in motion along a selected track, wherein the switching module is configured to segregate the containers based on information regarding destination of each container. In an embodiment, a first berth is connected to a second berth via the rail-tracks, wherein the central management module routes the self-propelled automated electric carriers from the first berth to the second berth based on the delivery information that is associated with the container that is positioned on the self- propelled automated electric carrier.

The present disclosure relates to a method and system for the intermodal transfer i.e. loading or unloading of containerized freight between container ships and transport them in vehicles such as self-propelled automated electric carriers on rail tracks to the final destination of the containerized freight. The method and system of the present disclosure is equipped to transfer the unloaded containerized cargo automatically after unloading by the Quay cranes or any other such means of unloading. Similarly, present disclosure is equipped to bring containerized freight from hinterland to the ship directly for loading by Quay cranes. After loading the containerized freight to an individual transport vehicle, the individual transport vehicle on rail routes itself such that the loaded containerized freight reaches its destination. Similarly, reverse process of bringing containerized freight from hinterland directly to the Quay cranes without stacking storing or waiting in the port premise further define the e-Port system.

Embodiments of the present application provide that the containers or freights are loaded or unloaded from the ships by Quay Cranes directly on to a self-propelled automated electric carrier on rail-tracks for further transportation to hinterland without any waiting, stacking or storing at the point of intermodal change within port premise. The self-propelled automated electric carrier on rail with container or freight is carried to hinterland through an access control and customs bonded automated system.

Embodiments of the present application provides a central management system that routes each self- propelled automated electric carrier on rail to its destination based on an automatic control system. Such central management system supervises the traffic on the rails between the quay cranes and the destination. Further, the present disclosure provides that the central management system module that comprises of a path assignment and routing system which segregates the loaded self-propelled automated electric carriers on the basis of the destination of each container/freight loaded on the self- propelled automated electric carrier. Such segregation is performed when the self-propelled automated electric carrier is moving on the rail tracks with the containerized freight. The function is also capable of routing and directing unloaded self-propelled automated electric carrier to the point of loading as well.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The following drawings are illustrative of particular examples for enabling systems and methods of the present disclosure, are descriptive of some of the methods and mechanism, and are not intended to limit the scope of the invention. The drawings are not to scale (unless so stated) and are intended for use in conjunction with the explanations in the following detailed description.

Figure 1 A shows schematic diagram showing a system for the intermodal transfer, which includes loading or unloading of containerized freight between container ships using vehicles, such as, self- propelled automated electric carriers on rail-tracks to the final destination of the containerized freight.

Figure IB shows a detailed view of the schematic diagram marked by portion X shown in Figure 1A, showing the system for the intermodal transfer.

Figure 2 shows a method for intermodal change of containerized freight for performing loading and unloading of containers.

Figure 3 shows a detailed schematic view of Figure 1 , which shows the berth that includes the rail- tracks and the cranes to facilitate the intermodal transfer between the self-propelled automated electric carriers and the ship or vice versa.

Figure 4 shows is a schematic diagram of the working of the switching module.

Figure 5 shows is a block diagram of the working of the central management module.

Persons skilled in the art will appreciate that elements in the figures are illustrated for simplicity and clarity and may represent both hardware components of the system. Further, the dimensions of some of the elements in the figure may be exaggerated relative to other elements to help to improve understanding of various exemplary embodiments of the present disclosure. Throughout the drawings, it should be noted that like reference numbers are used to depict the same or similar elements, features, and structures.

DETAILED DESCRIPTION

Exemplary embodiments now will be described. The disclosure may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey its scope to those skilled in the art. The terminology used in the detailed description of the particular exemplary embodiments illustrated in the accompanying drawings is not intended to be limiting. In the drawings, like numbers refer to like elements.

It is to be noted, however, that the reference numerals used herein illustrate only typical embodiments of the present subject matter, and are therefore, not to be considered for limiting of its scope, for the subject matter may admit to other equally effective embodiments.

The specification may refer to “an”, “one” or “some” embodiment(s) in several locations. This does not necessarily imply that each such reference is to the same embodiment(s), or that the feature only applies to a single embodiment. Single features of different embodiments may also be combined to provide other embodiments.

As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless expressly stated otherwise. It will be further understood that the terms “includes”, “comprises”, “including” and/or “comprising” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element or intervening elements may be present. Furthermore, “connected” or “coupled” as used herein may include operatively connected or coupled. As used herein, the term “and/or” includes any and all combinations and arrangements of one or more of the associated listed items.

Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

Also, all logical units described include the software and/or hardware components required for the unit to function. Further, each unit may comprise within itself one or more components which are implicitly understood. These components may be operatively coupled to each other and be configured to communicate with each other to perform the function of the said unit.

The present disclosure relates to system for intermodal transfer of containerized freights directly to their destinations without the need of storing or stacking them within the port premises. However, system is also applicable to any other point of modal change of containerized freight. The system comprises of quay cranes that are movable independently of one another, in synchronization, to directly transfer the containerized freights to transportation modes such as a self-propelled automated electric carrier. To provide easiness in understanding the system, the embodiments of the system described hereinafter shows only one quay crane, and it is to be understood that in practice there may be more than one quay crane operating at the same time, depending on the size and type of containerized freights being loaded or unloaded. Also depending on the volume required to be handled.

The term “containerized freight” as used herein has its common ordinary meaning, and includes transfer of goods in any type of container, such as an ISO container, domestic container, semi-trailer, enclosure trailer and the like, as understood by the person skilled in the art. The term “self-propelled automated electric carrier” as used herein has its common ordinary meaning of self-driven automated vehicles which operates on a network of specially built guideways or rail-tracks. According to one embodiment of the disclosure, the system contains different units to complete the transfer of containerized freight to their final destination. The system comprises of a quay crane for loading and unloading containers from ships. The system further comprises of a rail transport means for transporting the containers between the quay cranes near the ship and the final destination of the containers. Such rail transport means include self-driven and battery or self-propelled automated electric carriers. The system comprises a central management module to route individual self- propelled automated electric carriers on rail to the final destination. Such final destination is defined on the basis of automatic control systems. The central management module comprises a path assignment, a control of the movement, and a routing system. The path assignment and route system segregate the self-propelled automated electric carrier on the basis of the destination of the individual self-propelled automated electric carrier. This segregation takes place during the time individual self-propelled automated electric carriers are moving on the rail-tracks in a loaded or unloaded manner. The limitations provided by the conventional methods or systems is eliminated by the system in respect of:

1. Availability of land at the harbor (on shore) a. Conventional port requires huge area of land to perform the stacking, storing and segregation before transfer of containerized freights to their destinations, thereby restricting to set up new port in less area of land. Same is tme for the containers brought from hinterland for loading on the ships. b. Further, due to increase in the size of the ships or vessels, there occurs large transfer of the containerized freights which is inefficiently handled by the conventional ports. In some cases, it is impossible to handle bigger volume due to limitation of space inside port premise.

2. Availability of land for evacuation and connectivity to hinterland: Conventional ports face the challenge of availability of land to expand evacuation capacities and thus require huge amount of cost to set up a port at a new location.

The present systems or methods would render the availability of land a non-issue as the individual self-propelled automated electric carriers are segregated on the basis of their final destination when such individual self-propelled automated electric carriers are loaded with the containerized freights. Further, the disclosed system eliminates the need to have various equipment like reach stackers, Rubber Tyred Gantry Crane (RTGC) or Rail Mounted Gantry Crane (RMGC) on the port premises, thereby reducing the requirement of space within the port premises. Furthermore, the disclosed system enhances the capacity and performance of handling the containerized freights. The same is true for the containers destined for exports from hinterland.

Multiple containerized freights loaded on a ship may have different destinations. The installed Quay cranes handles the transfer or unloading of the containerized freights from the ship to the self- propelled automated electric carriers. Such self-propelled automated electric carriers are operated by the central management module. The quay crane transfers the containerized freights over single self-propelled automated electric carrier. Such self-propelled automated electric carrier carries the containerized freight on a rail to its destined location. While the loaded self-propelled automated electric carriers are moving on different rails, a path assignment and routing system segregates the loaded self-propelled automated electric carriers on the basis of the destination of the containerized freight. Such that the containerized freight is transported seamlessly to their destined location immediately after unloading from ship with a Quay crane.

In another aspect, the transfer of the containerized freights from the self-propelled automated electric carriers to the ship i.e. loading, is handled by the quay cranes. Multiple loaded self-propelled automated electric carriers that approach the ship are aligned by the path assignment and routing system on the basis of destination of the containerized freight. Therefore, a self-propelled automated electric carrier loaded with the containerized freight having a less distance to the designated ship in comparison with the other self-propelled automated electric carriers is routed accordingly. The Quay cranes of the ship then, handles the containerized freights and transfers it to the ship from the self- propelled automated electric carriers.

Figures 1A shows schematic diagram showing a system 100 for the intermodal transfer, which includes loading or unloading of containerized freight between container ships 102 using vehicles, such as, self-propelled automated electric carriers 112 on rail-tracks to the final destination of the containerized freight. Figure IB shows a detailed view of the schematic diagram marked by portion X shown in Figure 1A, showing the system for the intermodal transfer. This system 100 for intermodal change of containerized freight disclosed here addresses the need for a loading or unloading technique between the containers 102 and the ships 104 directly to and from the transportation system of the hinterland, which carries the containers 102 to and from their final location. This system 100 eliminates the requirement of storing or stacking of containers 102 within the premises of the port itself. This system 100 for intermodal change of containerized freight comprises at least one berth 106, at least one crane 108, and a central management module. The berth 106 includes multiple rail-tracks 110 to transport the containers 102, wherein the containers 102 are loaded on respective self-propelled automated electric carriers 112 that are configured to traverse across the respective tracks 110. As shown in Figure 1A, a second berth 106b is positioned adjacent to the first berth 106a to receive the self-propelled automated electric carriers 112 along the tracks 110 that extend from the first berth 106a to second berth 106b, wherein the extension is represented by 110a in Figure 1A.

In other words, the branched lines as shown by branches 1-5, as shown in Figure IB, represent the incoming lines from different locations to the berths 106 that are positioned on the land and nearest to the ships 104. The incoming line of freight or containers 102 branches into multiple lines as shown by branches 1-5 and are received on respective self-propelled automated electric carriers 112 that are configured to traverse across respective rail tracks 110 (tracks 1-5), such that the self- propelled automated electric carrier 112 loaded with the containerized freight 102 having a less distance to the designated ship in comparison with the other self-propelled automated electric carriers 112 is routed accordingly, as mentioned before. These multiple loaded self-propelled automated electric carriers 112 that approach the ship 104 or the vessel are aligned by the path assignment and routing module 412 or the central that’s associated with the central management module 400, as shown in Figure 5, on the basis of destination of the containerized freight. In an embodiment, a first berth 106 is connected to a second berth 106 of via the rail-tracks 110, wherein the central management module 400 routes the self-propelled automated electric carriers 112 from the first berth 106 to the second berth 106 based on the delivery information that is associated with the container 102 that is positioned on the self-propelled automated electric carrier 112. In an embodiment, system 100 comprises scanners 114 that are positioned at one of an entry 116 and an exit portion 118 of each rail track 110, wherein the scanners 114 are configured to perform security check on contents present in each container 102 so that each container 102 is either routed to customs (any competent government agency) for comprehensive check, re-routed to the berth 106, and routed for segregation, based on scanning results.

Figure 2 shows a method for intermodal change of containerized freight for performing loading and unloading of containers 102. The method includes the transportation 202 of the containers 102 via the berths 106 that include multiple tracks 110, wherein the containers 102 are loaded on respective self-propelled automated electric carriers 112 that are configured to traverse across the respective tracks 110. The containers 102 are loaded 204 and unloaded to and from one or more ships 104 that are docked adjacent to the berths 106 on to the self-propelled automated electric carrier 112 via one or more cranes 108 positioned adjacent to the tracks 110. Then the containers 102 are loaded 206 and unloaded to and from self-propelled automated electric carriers 112 to the ships 104 that are docked adjacent to the berths 106 via the cranes 108 positioned adjacent to the tracks 110. The central management module 400, as shown in Figure 5, assigns 208 a selected track 110 for each self-propelled automated electric carrier 112 depending on delivery information of the container 102 that is loaded on the self-propelled automated electric carrier 112. The central management module 400 also assigns 210 a selected crane 108 to load the container 102 from the self-propelled automated electric carrier 112 to the ship 104 and to unload the container 102 from the ship 104 to the self-propelled automated electric carrier 112, based on the delivery information. Finally, the central management module 400 routes 212 the self-propelled automated electric carrier 112 to the location mentioned in the delivery information.

Figure 3 shows a detailed schematic diagram of Figure 1, which shows the berth 106 that includes the rail-tracks 110 and the cranes 108 to facilitate the intermodal transfer between the self- propelled automated electric carriers 112 and the ship 104. In view of Figures 1A, IB, and 2, the cranes 108 that are positioned adjacent to the tracks 110 load and unload between the containers 102 and the ships 104 that are docked adjacent to the berths 106, where the containers 102 are loaded and unloaded to and from the ships 104. In an embodiment, the cranes 108 are substantially positioned in a perpendicular orientation to the tracks 110, and the cranes 108 are controlled by the central management module 400 to select a self-propelled automated electric carrier 112 that is positioned on a respective track 110 to load the container 102 on the ship 104 and unload the containers 102 from the ship 104. In an embodiment, the central management module 400 synchronizes movement of the self-propelled automated electric carrier 112, and loading and unloading of the containers 102 with the other systems that include ship-liner operator, terminal operators, freight operators, and port operators. The system 400 has the capability to provide real time visibility of containerized freight containers 102 seamlessly from ships 104 to the hinterland. The system has a zero use of fossil fuel in the port premise as well as an assured and predictable availability of self-propelled automated electric carrier 112 for loading/unloading of freight containers 102 from ship or vice versa.

The central management module 400 is controlled by at least one processor, wherein the central management module 400 is configured to assign a selected crane 108 to load the container 102 from the self-propelled automated electric carrier 112 to the ship 104 and to unload the container 102 from the ship 104 to the self-propelled automated electric carrier 112, based on the delivery information associated with the container 102. The central management module 400 is further configured to assign a selected track 110 for each self-propelled automated electric carrier 112 depending on delivery information of the container 102 that is electronically and remotely loaded on the on-board computer of each self-propelled automated electric carrier 112. The central management module 400 is also configured to route the self-propelled automated electric carrier 112 to a location mentioned in the delivery information. In an embodiment, the rail tracks 110 present in each berth 106 are substantially positioned adjacent and parallel to the ships 104 that are docked in the proximity of that berth 106. In an embodiment, the self-propelled automated electric carriers 112 are electric powered and self-driven, and wherein the self-propelled automated electric carriers 112 are directed by the central management module 400 to load and unload containers 102 from the incoming containerized freight.

Figure 4 shows is a schematic diagram of the working of the switching system. In an embodiment, the central management module 400 performs segregation of the containers 102 using a switching module 300 positioned on the rail-tracks 110 while the self-propelled automated electric carrier 112 is in motion along a selected track 110, wherein the switching module 300 is configured to segregate the containers 102 based on information regarding destination of each container 102. For example, as shown here in Figure 4, the path of the containers 102 marked A and B are split based on the delivery information. After the unloading of the container 102, the self-propelled automated electric carriers 112 are directed by the path assignment and routing system or the central management module 400, and quay cranes 108 are provided to transfer the container 102 to the ship 104. The quay crane 108 is configured for loading and unloading containers 102 from the ships 104. In another instance, the self-propelled automated electric carriers 112 are also designed for loading container 102 from the ships 104 and transferring the containers 102 from the ships 104 to hinterland. As shown in Figures 1A-1B, scanners 114 are provided in the tracks 110 to check the self-propelled automated electric carriers 112 that are exiting from the berth 106, for example, berth 1. Based on the scanning, the self-propelled automated electric carrier 112 is either routed back to the berth 1 or berth 2 based on the type of container delivery, routed to the customs for further checking, or the self- propelled automated electric carriers 112 with the container 102 is routed out to an outgoing line where segregation is performed for transfer to different locations.

Figure 5 shows is a block diagram of the working of the central management module 400. The central management module 400 or the e-port central command and command center is responsible for functions that include communication with different other systems 402, 404, 406, 408, and 410 via a common data interface 422 and the central management module 400 is controlled by at least one processor. The other systems 402, 404, 406, 408, and 410 include an e-flat or self-propelled automated electric carrier management system 402, a shipping line operating system 404, a terminal operating system 406, a QC (Quay Crane) operation and control system 408, and an inventory management system 410. A module 412 is provided to path assignment, control the movements and path control of the e-flat or the self-propelled automated electric carrier 412. The central management module 400 also takes care of other administrative functions that are associated with the systems 402, 404, 406, 408, and 410, such as billing 414, assurance 416, fulfillment 418, and reporting 420.

As will be appreciated by one of skill in the art, the present disclosure may be embodied as a method and system. Accordingly, the present disclosure may take the form of an entirely hardware embodiment, a software embodiment or an embodiment combining software and hardware aspects. It will be understood that the functions of any of the units as described above can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts performed by any of the units as described above. Instructions may also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function/act performed by any of the units as described above.

Instructions may also be loaded onto a computer or other programmable data processing apparatus like a scanner/check scanner to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions/acts performed by any of the units as described above.

In the specification, there has been disclosed exemplary embodiments of the invention. Although specific terms are employed, they are used in a generic and descriptive sense only and not for purposes of limitation of the scope of the invention.