JP5658168B2 - Deep water port - Google Patents

Description

  The present invention relates to a natural deep water port (deep water port) located offshore and a construction method thereof, and more specifically, a modular structure of a deep water port including a breakwater as an essential component of the port. About.

The globalization of the global economy has increased the demand for international transportation. As a result of this increase in demand, a volume of 14,800 TEU or more (equivalent to the volume occupied by a container of 1 TEU or “20 feet container equivalent” = 1445 ft ³ = 20 ′ × 8 1/2 ′ × 8 1/2 ′) Increasing numbers of freight companies are ordering their “huge” container ships (J. Svensen and J. Tideman, “The Arrival of the Large Ship Age”, website article dated 17 July 2007: http: / /containerinfo.co.ohost.de). These large ships can improve the efficiency of goods transportation, but there are only about 20 ports in the world that can handle these large ships, and it is necessary to transship from "Hub Port" to the final destination of cargo. Results in additional transportation costs and time loss.

  There are several obstacles that hinder the development of a new port that can accommodate future huge cargo ships. The first obstacle is the lack of coastal land available for the port. Not only is the coastal land area inherently suitable for port development limited, but coastal land is generally valuable and desirable for other purposes of development (eg, housing). The second obstacle is the huge cost of further dredging and retaining wall construction due to the lack of sufficient water depth near the coast. For example, between 2000 and 2005, the Kilvancar Strait (New York / New Jersey) cost $ 360 million to deepen from 35 to 45 feet. And the ongoing project of dredging the strait to a depth of 50 feet required by large vessels with 7000-8000 TEU capacity adds an additional $ 900 million to the total cost.

  A further fundamental obstacle to the development of new deep water ports accessible to large container ships is the way in which the ports are normally designed. The basic style of seaports, where breakwaters are built to bring about a bay (ie, a calm water area) and a port is built in that bay, has not changed since the Roman Empire. Although this style has been used for 2000, it has three weaknesses that limit the practicality of modern port design: (1) The construction of breakwaters significantly increases the cost of seaports (total 3 (1)-In addition, the cost of the breakwater increases in proportion to the square of its depth; (2) On the land side of the breakwater, periodic dredging is necessary and additional maintenance costs are incurred. (3) The breakwater ramps are very close to the port and prevent the boats from mooring, and the deepest and therefore most useful part of the port is wasted.

  In the face of these obstacles, it is extremely important to find a new way of thinking about seaport design. However, this kind of new approach is still not enough. In Patent Document 1 and Patent Document 2, Shatti disclosed a method of using a caisson module for construction or expansion of a seaport. This invention has a cost advantage due to the modularity and portability of the caisson used, while the port itself remains connected to the land and is therefore expensive as described above in locations where the water depth is not sufficient Dredging work is required.

  In addition, various means for constructing a modular underwater breakwater are disclosed (for example, inventions disclosed in Patent Literature 3, Patent Literature 4, Patent Literature 5, Patent Literature 6 and Patent Literature 7). However, these breakwaters are usually designed to prevent coastal erosion rather than being used in harbors. Even modular units for use in port breakwater construction (eg, those disclosed in Patent Literature 8, Patent Literature 9 and Patent Literature 10) reduce the cost of port construction, It is assumed to be completely separate from construction.

  Patent Document 11 discloses a wharf that is nominally integrated with a breakwater. However, like the patents mentioned above, the breakwater and the wharf actually have independent structures, and the breakwater contains a large amount of sand, gravel, rocks and / or coarse stones that are built near the seaside of the wharf. And a plurality of caisson-like structures are disposed thereon. Therefore, this design also has the problem that the breakwater cannot be constructed without costly dredging work, and that the breakwater and the wharf are not a single module structure.

US Pat. No. 5,803,659 US Pat. No. 6,017,167 US Patent No. 1816095 US Pat. No. 3,844,125 US Pat. No. 4,502,816 US Pat. No. 4,978,247 US Pat. No. 5,393,169 US Pat. No. 3,614,866 U.S. Pat. No. 4,347,017 US Pat. No. 5,620,280 US Pat. No. 6,234,714

  Thus, there remains a need for new paradigms for deepwater port design and construction. In order to solve the above-mentioned problems, what is required of the deep water port is that the breakwater is integrated into the port itself, and that the cost of only the construction and maintenance of the breakwater is eliminated, and the port itself Is built in deep water without the need for additional dredging, and the port is built as an independent structure that does not need to be directly connected to the land, and is a vacant land on the coast, which is a prerequisite for the construction and expansion of the port Is to eliminate the need. The present invention aims to remedy these long-standing need.

  The present invention provides a solution to the above-described problems and provides answers to the need for new ideas regarding port design. One object of the present invention is to provide an offshore deep water port that is a single structure with an integrated dock and breakwater, the former forming an upper deck and the latter being a lower constructive truss. Yes, the port structure will be constructed in the deep sea as an independent unit. It is a further object of the present invention to provide an integrated port comprised of a plurality of prefabricated perforated modular offshore structural units that can be interconnected to form a rigid macrostructure. A further object of the present invention is to provide a deep water port having means for mooring in the natural deep sea. It is a further object of the present invention to provide an embodiment in which at least one of (a) a habitat for animals and plants in the sea, or (b) an artificial reef is incorporated into an integrated harbor structure. It is a further object of the present invention to provide an integrated deep water port embodiment that is coupled to land-based structures via at least one of a bridge, tunnel or pipeline. A further object of the present invention is to provide an offshore integrated deep water port construction method in which the upper pier deck is constructed in conjunction with the lower breakwater deck. It is another object of the present invention to provide a method of constructing an integrated deep water port having a structure having a plurality of interconnected prefabricated perforated modular offshore structural units.

Within the scope of the present invention, in the integrated port defined in any of the above, the lower breakwater deck is a rectangle defined by six planes having a lower reference vertex ABCD (see FIG. 1) and an upper reference vertex EFGH. The parallelepiped is a geometrical cube having sides of about 1 m to 10 km in length, and the four non-adjacent angles B, D, E and G of the cube are planes. S _B , S _D , S _E and S _G are cut away, and the surfaces S _B , S _D , S _E and S _G are arbitrary protruding in the direction of the center of the sphere and cube centered at the closest corner. Four tunnels T _B , T having a partial shape of a surface selected from the group consisting of shape, ellipsoid or more complex shape, and interconnecting the cut surfaces to form a tetrapod-like passage _{D, T E} and _{T G} Formed and merged at the center of the cube, the tunnel has a cutting surface selected from the group consisting of a cylindrical cutting surface and other shapes, and the six planes left on the original cube surface are perforated modules It is also included that the offshore structure unit is a ground plane in contact with other modules.

  Furthermore, the scope of the present invention comprises at least one constructed platform having an upper pier deck 1 and a lower breakwater deck 2 in an integrated port as defined above, wherein the lower breakwater deck comprises: N (hereinafter N is an integer, for example, defined to be equal to 4, 6, 9, etc.) ± first constant lower reference vertex and N ± second constant upper reference vertex (hereinafter, first and The second constant is defined as an integer) and is formed by a rectangular parallelepiped 12 defined by a plurality of N planes, and the port is located in the deep sea as a structure independent of land or any structure For example.

  Further within the scope of the present invention is a method for building an integrated deep water port offshore. The method includes (a) constructing a lower breakwater deck and constructing a pier deck together with the lower breakwater deck; and (b) constructing the lower breakwater deck with a lower reference vertex of N ± first constant and N ± And a step formed of a rectangular parallelepiped 12 defined by a plurality of N planes having a second constant upper reference vertex.

FIG. 2 shows an embodiment of a modular offshore structural unit 10 (prior art, Kent and Alcon US Pat. No. 7,226,245) used to construct a lower breakwater deck 2; FIG. 2 illustrates a method for transporting a prefabricated modular offshore structural unit 10 (or an assembly of a plurality of interconnected units) to a port site. 2 is a top view of an assembly port with cutouts showing the arrangement of the modular offshore structural unit 10. FIG. 2 is a top view of an assembly port with cutouts showing the arrangement of the modular offshore structural unit 10. FIG. FIG. 4 is an assembly view with a part cut away, illustrating how the modular offshore structural units 10 are connected in forming the lower breakwater deck 2. FIG. 3 shows a fully constructed port 100 showing the upper dock deck 1 and the lower breakwater deck 2 and explaining how the fully constructed port is located in seawater. A cutaway view of the port 100 illustrating the construction of the lower breakwater deck 2 by the modular offshore structural unit 10 and the relative positions of the upper pier deck 1 and the lower breakwater deck 2 and their position relative to seawater is shown. It is a figure which shows the harbor containing the integrated deep water port 100. FIG.

  It will be apparent to those skilled in the art that there are several embodiments of the invention that differ in structural details without affecting their basic nature, and therefore the invention is subject to the broadest interpretation of the claims. It is not intended to be limited to what has been shown in the drawings and described in the specification, but is also indicated in the appended claims having the corresponding scope only determined.

  The terms described in the present invention are defined as follows:

Breakwater : A barrier designed to protect a harbor or coast from the impact of waves.

Perforated modular offshore structural unit : A structural module for underwater construction, and includes a cut-out portion and a flow path through which water can pass when the main body is submerged in water.

FIG. 1 shows an embodiment of a perforated modular offshore structural unit 10 in the form of a rectangular parallelepiped 12 defined by six planes having a lower reference vertex ABCD and an upper reference vertex EFGH. In the embodiment shown here, it is assumed without any limitation that the parallelepiped is a geometrical cube having sides of approximately 10 m in length. The four non-adjacent angles of the cube, namely B, D, E and G, are cut away leaving the planes S _B , S _D (not shown in FIG. 1), S _E and S _G. In the particular embodiment shown in FIG. 1, S _B , S _D , S _E and S _G have a partial shape of a spherical surface centered at the nearest corner, but they are directed toward the center of the cube. It can also have any shape that protrudes (eg, an ellipsoid or a more complex shape). Four tunnels T _B , T _D , T _E and T _G are formed and merged at the center of the cube to form a tetrapod-like passage with interconnected cut surfaces. Although the tunnel is shown as having a cylindrical cut surface, it may have other shapes. The six planes left on the original cube plane (eg, those remaining on plane 14, side EFGH) are the base planes where the perforated modular offshore structural unit contacts other modules. These planes must be large enough to ensure stable positioning of the module on a substantially horizontal foundation during the assembly process.

  In the particular embodiment shown in FIG. 1, the perforated modular offshore structural unit includes reinforced diagonal beams (RDBs) 30 that extend along six diagonals on a plane that is left in the plane of the original cube. It is formed in preparation. The RDBs may include a material embedded with a reinforcing element such as a steel bar 32 and a reinforcing element such as concrete. The recesses 42 are formed on the cube surface of the module corners. When 2 to 8 modular offshore structural units 10 are placed around a common corner, these recesses act as molds for pouring concrete or as molds for grouting in forming corner connections. A cavity is formed. As shown in FIG. 1, similar recesses 52 can be formed along a diagonal.

  Although FIG. 1 shows one embodiment of the structure of the perforated modular offshore structural unit, the structure of the lower breakwater deck 2 is not limited to a specific structure of the modular offshore structural unit 10.

  2-4 show the various stages in the construction of the lower breakwater deck 2 and the integrated port 100.

  FIG. 5 shows some details of the completed lower breakwater deck 2. As mentioned above, the means by which the individual perforated modular marine units are interconnected is shown visually.

  FIGS. 6 and 7 show an integrated deep water port 100 offshore composed of an upper dock deck 1 and a lower breakwater deck 2. The upper dock deck is made of materials suitable for use in salt water. The upper wharf deck moored a huge ship as a base for large cranes and other equipment used to load and unload cargo from the ship, and as a temporary place for cargo to be loaded into a container ship or moved to a container terminal Designed to be able to. The embodiment shown in FIGS. 6 and 7 shows an upper wharf deck having a rectangular shape, but due to the modular nature of the port structure, the exact size and shape of the upper wharf deck may vary from embodiment to the port itself. It will inevitably change to the embodiment according to the needs. Similarly, the exact dimensions and shape of the lower breakwater deck are selected to support the upper dock deck and therefore vary depending on the needs of the particular port being built.

  The lower deck 2 is constructed from a plurality of perforated modular offshore structural units 10. The perforated modular offshore structural unit 10 is prefabricated, designed to allow them to be interconnected, and is made of a material that is compatible with long term immersion in salt water. FIG. 1 shows an embodiment of the perforated modular offshore structural unit. This embodiment describes the basic characteristics of this unit, and in particular its modularity (ie the construction of the lower breakwater deck 2 comprises a plurality of identical elements as illustrated in FIG. This is done by interconnecting), its interconnectivity and the ability to pass water. In this particular embodiment, the water flows through the cut-out portion of the structure. In other embodiments, the unit includes a flow path, or the unit itself is formed from smaller subunits to allow water to pass through. The embodiment shown in FIG. 2 is intended to illustrate the construction of an integrated dock, but the construction is not limited to the use of the specific embodiment shown in the drawings.

  The lower breakwater deck is located directly on the natural seabed and is constructed from a prefabricated modular offshore structural unit 10 constructed on land. And the upper pier deck is located at the top of the huge building. The plurality of elements are interconnected with a dry dock (see FIG. 5). After the modular offshore structural units are interconnected, at least one stage platform is built. Additional structures can be built on top of the platform, using the platform itself as the basis for the structure. After working on the dry dock, the dry dock is filled with water to lift the platform and all of its top. The platform is then towed to its final location in the deep sea (floating), where water is poured into the cavities in the modular marine unit and submerged into the sea floor to form the breakwater port. Alternatively, the elements are interconnected at seawater docks and ports and then towed to their final destination.

  Since the lower breakwater deck is constructed from perforated units, the lower breakwater deck acts naturally as an effective breakwater and provides a hydrostatic surface on its land side. It allows the upper dock deck to serve as a dock or dock for a cargo ship without requiring the construction of a separate dedicated breakwater. In addition, the perforated unit can serve as a habitat for animals and plants in the sea, and thus the constructed lower breakwater deck can also serve as a foundation for artificial reefs.

1 Upper Wharf Deck 2 Lower Breakwater (Deck)
10 Perforated modular offshore structural unit 12 Parallelepiped 100 Integrated deep water port 30 Reinforced diagonal beams (RDBs)
42, 52 Concavity A, B, C, D Lower reference vertex E, F, G, H Upper reference vertex SB, SD, SE, SG Cut surface TB, TD, TE, TG Tunnel

Claims (6)

Comprising at least one constructed platform having a lower breakwater (2), said lower breakwater being composed of rectangular parallelepipeds (12) defined by six planes having a lower reference vertex ABCD and an upper reference vertex EFGH B, D, E and G which are non-adjacent angles of the parallelepiped are cut out leaving the surfaces S _B , S _D , S _E and S _G , and the surfaces S _B , S _D , S _E and S _G has a partial shape of a surface selected from the group consisting of a sphere centered at the nearest corner and any shape protruding in the central direction of the parallelepiped, an ellipsoid or a more complex shape, cut surface interconnecting to form a tetrapod ®-type passage, the four tunnel T _B, T _D, and T _E and T _G are formed to meet at the center of the parallelepiped The above Tunnel has a cutting surface which is selected from the group consisting of cylindrical cut surfaces and other shapes,
The constructed platform further comprises an upper pier deck (1) for supporting loading and unloading equipment on the upper side of the lower breakwater through which water passes.
Offshore integrated deep water port (100), characterized in that it is located in the deep sea as a structure independent of the land or any structure above it.   The lower breakwater includes a plurality of interconnected prefabricated perforated modular offshore structural units (10) composed of the rectangular parallelepipeds, the port being the built-in breakwater with the upper wharf deck The integrated deep water port according to claim 1, wherein the integrated deep water port has a single structure integrated with a breakwater.   The integrated deep water port of claim 2, further comprising one or more of means for mooring in natural deep water, habitats for animals and plants in the sea, and artificial reefs.   The integrated deep water port according to claim 1, further comprising a bridge connecting the offshore deep sea port to land.   The integrated deep water port according to claim 1, further comprising a pipeline connecting the offshore deep sea port to land. The integrated deep water port of claim 1, further comprising a tunnel connecting the offshore deep sea port to land.