U.S. patent application number 12/398193 was filed with the patent office on 2010-07-22 for container transfer port system.
Invention is credited to Tai-Up Kim.
Application Number | 20100183407 12/398193 |
Document ID | / |
Family ID | 42337080 |
Filed Date | 2010-07-22 |
United States Patent
Application |
20100183407 |
Kind Code |
A1 |
Kim; Tai-Up |
July 22, 2010 |
CONTAINER TRANSFER PORT SYSTEM
Abstract
The present invention relates to a container transfer port
system for transferring containers between an onshore container
terminal and an offshore container terminal located apart from the
onshore terminal. The container transfer port system of the present
invention comprises: an offshore quay (32) at the offshore
container terminal (31) equipped with cranes (13) for transferring
containers (11) between the offshore quay (32) and a ship (12)
berthed to the quay (32); an undersea tunnel (41) constructed
between undersea of the quay (32) and underground of the onshore
container terminal (21) for providing a route for transferring the
containers; a tunnel conveyor (45) installed in the tunnel (41) for
transferring the containers along the tunnel (41): an offshore lift
(52) for transferring the containers vertically between the
offshore quay (32) and the tunnel (41); and an onshore lift (51)
for transferring the containers vertically between the tunnel (41)
and the onshore container terminal (21).
Inventors: |
Kim; Tai-Up; (Seoul,
KR) |
Correspondence
Address: |
Tai-Up Kim
Family Apt. 207-1206, Moonjung-Dong, Songpa-Gu
Seoul
138-768
KR
|
Family ID: |
42337080 |
Appl. No.: |
12/398193 |
Filed: |
March 5, 2009 |
Current U.S.
Class: |
414/139.4 |
Current CPC
Class: |
B63B 27/22 20130101;
B65G 63/004 20130101 |
Class at
Publication: |
414/139.4 |
International
Class: |
B63B 27/22 20060101
B63B027/22 |
Foreign Application Data
Date |
Code |
Application Number |
Jan 21, 2009 |
KR |
10-2009-0004836 |
Feb 2, 2009 |
KR |
10-2009-0007928 |
Claims
1. A container transfer port system for transferring containers
between an onshore container terminal and an offshore container
terminal located apart from said onshore container terminal,
comprising: (a) an offshore quay at said offshore container
terminal equipped with cranes for transferring said containers
between said offshore quay and a ship berthed to said offshore
quay; (b) an undersea tunnel constructed between undersea of said
offshore quay and underground of said onshore container terminal
for providing a route for transferring said containers; (c) a
tunnel conveyor installed in said undersea tunnel for transferring
said containers along said undersea tunnel; (d) an offshore lift
established between said offshore quay and said undersea tunnel for
transferring said containers vertically between said offshore quay
and said undersea tunnel; and (e) an onshore lift established
between said undersea tunnel and said onshore container terminal
for transferring said containers vertically between said undersea
tunnel and said onshore container terminal.
2. The container transfer port system of claim 1, further including
an offshore conveyor installed on said offshore quay for
transferring said containers longitudinally along said offshore
quay.
3. The container transfer port system of claim 1, wherein said
offshore lift (or said onshore lift) is a paternoster type
installment moving cyclically for transferring said containers
vertically, and comprises a plurality of compartments.
4. The container transfer port system of claim 1, wherein each
compartment of said offshore lift (or said onshore lift) is
provided with a compartment conveyor for transferring a container
horizontally.
5. The container transfer port system of claim 1, further including
relay conveyors for relaying said containers between said offshore
quay and the top of said offshore lift; between the bottom of said
offshore lift and the offshore-side end of said tunnel conveyor;
between the onshore-side end of said tunnel conveyor and the bottom
of said onshore lift; and between the top of said onshore lift and
said onshore container terminal.
6. The container transfer port system of claim 1, further including
an onshore conveyor installed on said onshore container terminal
for transferring said containers on said onshore container
terminal.
7. The container transfer port system of claim 1, wherein relay
vehicles transfer containers between said offshore quay and the
offshore-side end of said undersea tunnel, and between the
onshore-side end of said undersea tunnel and said onshore container
terminal.
8. The container transfer port system of claim 1, further including
buffer storages provided for storing said containers temporarily
between said offshore quay and the top of said offshore lift;
between the bottom of said offshore lift and the offshore-side end
of said undersea tunnel; and between the onshore-side end of said
undersea tunnel and the bottom of said onshore lift, wherein relay
vehicles operate for transferring said containers.
9. The container transfer port system of claim 1, further including
a shunting junction provided between the bottom of said offshore
lift and the offshore-side end of said undersea tunnel, wherein
relay vehicles operate for shunting said containers.
10. The container transfer port system according to claims 7, 8,
and 9, wherein each of said relay vehicles being driven by a person
comprises a side deck for loading a container, and a transverse
crane for transferring the container transversely.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of patent application
Ser. No. 10-2009-0004836, filed Jan. 21, 2009 and a CIP Ser. No.
10-2009-0007928. filed Feb. 2, 2009 in Korea by the present
inventor.
FEDERALLY SPONSORED RESEARCH
[0002] Not Applicable.
SEQUENCE LISTING OR PROGRAM
[0003] Not Applicable.
BACKGROUND
[0004] 1. Field
[0005] The present invention relates to a container transfer port
system, specifically to a system for transferring containers
between an onshore container terminal and an offshore container
terminal located apart from the onshore terminal.
[0006] 2. Prior Art
[0007] A container terminal in a port comprises quays for berthing
ships, cargo handling equipments, and storage facilities for loaded
and empty containers. And it is connected to land vehicles, for
example trains or trucks, for the transshipment of containers
between ships and land vehicles.
[0008] Recently competition among existing ports for attracting
container ships becomes tense internationally and domestically. For
a port to be competitive in the container shipping world, it should
have a sufficient capacity to accommodate large ships and to handle
containers rapidly at a low cost.
[0009] However, it is not easy for an existing port to expand its
capacity due to difficulties in securing a site with proper water
depth.
[0010] To overcome such difficulties, an offshore terminal located
apart from a land terminal, thus having a sufficient depth, is
proposed. The offshore terminal will require many feeders or barges
for transferring containers between itself and the land terminal.
This will generate additional transfer cost, pollution, delays, and
interruptions from unfavorable weather condition.
[0011] In December 2005, a container terminal was established
around two islands near to the port of Shanghai, China and
connected to a land terminal by a bridge of about 30 kilometers. In
the port, many trucks transfer containers between the island
terminal and the land terminal, thus the port generates additional
transfer cost, pollution, delays, and interruptions from
unfavorable weather condition as above.
[0012] U.S. Pat. No. 6,802,684 issued on Oct. 12, 2004. to John O.
Arntzen et al. (the `684 Patent`) describes a container terminal
comprising a structure with a storage area and a plurality of
docks; elevated ground conveyance rails; longitudinal conveyance
rails; transverse overhead conveyance beams; and container
vehicles. The system of the 684 Patent is distinguished by its
reliance on the superstructure in the container terminal.
[0013] U.S. Pat. No. 5.570,986 issued on Nov. 5, 1996. to Shuji
Hasegawa et al. (the `986 Patent`) describes a container transfer
system for a cargo handling crane having a horizontal gantry
supported by a crane superstructure at an elevated location above
the container pickup and deposition areas. The system of the 986
Patent is distinguished by its reliance on the cargo handling
crane.
[0014] U.S. Pat. No. 3,807,582 issued on Apr. 30, 1974, to Lief P.
R. Anderson (the `582 Patent`) describes a loading and unloading
installation for transferring containers between a ship and a
wharf. The installation comprises a frame with a lateral beam; a
carriage device in the beam; lifting devices; and conveyors. The
system of the 582 Patent is distinguished by its reliance on the
container handling installation.
SUMMARY OF THE INVENTION
[0015] None of the above patents is seen to describe the present
invention as claimed.
[0016] Accordingly, it is a principal object of the present
invention to provide a port system which can be applied to an
existing port for expanding its facility without difficulties of
securing a site with proper water depth.
[0017] It is another object of the present invention to provide a
port system which can accommodate large container ships by
tendering a deep water depth.
[0018] It is a further object of the present invention to provide a
port system which transfers containers automatically for the most
part, thus reduces container handling times and labor cost.
[0019] Still another object of the present invention to provide a
port system which can operate in unfavorable weather condition.
[0020] Yet another object of the present invention to provide a
port system which minimizes the use of feeders, barges, and trucks,
thus reduces traffic, pollution caused therefrom.
[0021] And it is yet a further object of the present invention to
provide a port system which can be applied to the construction of a
new port for establishing its capacity to maximum at a minimal
cost.
[0022] To accomplish the above objects, a container transfer port
system is provided according to the present invention.
[0023] The container transfer port system of the present invention,
for transferring containers between an onshore container terminal
and an offshore container terminal located apart from the onshore
terminal, comprises an offshore quay: an undersea tunnel: a tunnel
conveyor; an offshore lift; and an onshore lift.
[0024] The offshore quay at the offshore container terminal is
equipped with cranes for transferring containers between the quay
and ships berthed to it.
[0025] The undersea tunnel is constructed between the undersea of
the offshore quay and the underground of the onshore terminal for
providing a route for transferring containers;
[0026] The tunnel conveyor is installed in the undersea tunnel for
transferring containers along the undersea tunnel.
[0027] The offshore lift is provided for transferring containers
vertically between the offshore quay and the undersea tunnel.
[0028] The onshore lift is provided for transferring containers
vertically between the undersea tunnel and the onshore container
terminal.
[0029] Preferably, the container transfer port system further
includes an offshore conveyor being installed on the offshore quay
for transferring the containers longitudinally along the quay.
[0030] Preferably, the offshore lift (or onshore lift) is a
paternoster type installment moving cyclically for transferring
containers vertically, and comprises a plurality of
compartments.
[0031] Preferably, each compartment of the offshore lift (or
onshore lift) is provided with a compartment conveyor for
transferring a container horizontally.
[0032] Preferably, the container transfer port system further
includes relay conveyors for relaying containers between the
offshore quay and the top of the offshore lift; between the bottom
of the offshore lift and the offshore-side end of the tunnel
conveyor; between the onshore-side end of the tunnel conveyor and
the bottom of the onshore lift: and between the top of the onshore
lift and the onshore container terminal.
[0033] Preferably, the container transfer port system further
includes an onshore conveyor being installed on the onshore
container terminal for transferring the containers on the
terminal.
[0034] Preferably, the container transfer port system further
includes buffer storages being established for storing containers
temporarily between the offshore conveyor and the top of the
offshore lift; between the bottom of the offshore lift and the
offshore-side end of the undersea tunnel; and between the
onshore-side end of the undersea tunnel and the bottom of the
onshore lift, wherein relay vehicles operate for transferring
containers.
[0035] Preferably, the container transfer port system further
includes a shunting junction being located between the bottom of
the offshore lift and the offshore-side end of the undersea tunnel,
wherein relay vehicles operate for shunting containers.
[0036] Preferably, each of the relay vehicles being driven by a
person comprises a side deck for loading a container, and a
transverse crane for transferring it transversely.
[0037] From the description above, a number of advantages of the
present invention become evident: [0038] (a) The offshore terminal
of the system of the present invention is established apart from
the onshore terminal and containers are transferred by a conveyor
through an undersea tunnel. Thus the system can be applied to an
existing port for expanding its facility without difficulties of
securing a site with proper water depth. [0039] (b) The offshore
terminal of the system of the present invention is established
apart from the congested onshore terminal and containers are
transferred by a conveyor through an undersea tunnel. Thus the
system reduces delay of container handling, and traffic and
pollution caused therefrom. [0040] (c) The offshore terminal of the
system of the present invention is established at the location of
deep water depth apart from the onshore terminal. Thus the system
can accommodate large container ships. [0041] (d) The system of the
present invention transfers containers through a undersea tunnel
instead of transferring containers by feeders, barges, or trucks.
Thus the system reduces transfer cost, pollution, delays, and
interruption from unfavorable weather condition. [0042] (e) The
system of the present invention transfers containers on the
conveyors automatically for the most part, thus reduces container
handling times and labor cost. [0043] (f) The system of the present
invention transfers containers in an enclosed space (tunnel) for
the most part, thus the system can operate in an unfavorable
weather condition. [0044] (g) The offshore terminal of the system
of the present invention is established apart from the onshore
terminal and containers are transferred by a conveyor through an
undersea tunnel. Thus the system can be applied to a construction
of a new port for establishing its capacity to maximum at a minimal
cost without difficulties to secure a site with proper water
depth,
DRAWINGS--FIGURES
[0045] The above and related objects, features and advantages of
the present invention will be more fully understood by referring to
the following detailed description of the preferred embodiments of
the present invention when taken in conjunction with the
accompanying drawing wherein:
[0046] FIG. 1 is a schematic top plan view of the first embodiment
of a container transfer port system of the present invention.
[0047] FIG. 2 is a schematic cross-sectional view of the first
embodiment.
[0048] FIG. 3 is an enlarged schematic cross-sectional view of the
transfer of containers around the offshore lift.
[0049] FIG. 4 is a front elevational view of the carriage of
containers in the offshore lift.
[0050] FIG. 5 is a schematic top plan view of a buffer storage on
the offshore quay.
[0051] FIG. 6 is a schematic top plan view of the operation of
relay vehicles in the shunting junction for two conveyors.
[0052] FIG. 7 is a schematic top plan view of the operation of
relay vehicles in the shunting junction for four conveyors.
[0053] FIG. 8A is a rear elevational view of a relay vehicle.
[0054] FIG. 8B is a top plan view of a relay vehicle.
[0055] FIG. 9 is a schematic elevational view of an alternative
embodiment, wherein relay vehicles transfer containers between the
offshore conveyor and the undersea tunnel
[0056] FIG. 10 is a schematic elevational view of an alternative
embodiment, wherein relay vehicles transfer containers between the
offshore storage and the undersea tunnel
[0057] FIG. 11 is a schematic elevational view of an alternative
embodiment, wherein relay vehicles transfer containers between the
offshore storage and the relay conveyor at the top of the offshore
lift.
[0058] FIG. 12A is a schematic top plan view of an additional
embodiment showing one quay aligned with the undersea tunnel.
[0059] FIG. 12B is a schematic top plan view of an additional
embodiment showing two quays connected at the front (seaward).
[0060] FIG. 12C is a schematic top plan view of an additional
embodiment showing two quays connected by an interquay at the rear,
and one of the quays is connected to the undersea tunnel
diagonally.
[0061] FIG. 2 is a representative drawing for the present
invention.
DRAWINGS--REFERENCE NUMERALS
TABLE-US-00001 [0062] 11: container 12: ship 13: crane 20: onshore
21: onshore container terminal 25: onshore conveyor 30: offshore
31: offshore container terminal 32: offshore quay 35: offshore
conveyor 40: undersea 41: undersea tunnel 45: tunnel conveyor 51:
onshore lift 52: offshore lift 53: compartment 55: compartment
conveyor 65: relay conveyor 70: relay vehicle 80: buffer storage
90: shunting junction
DETAILED DESCRIPTION OF THE INVENTION
[0063] As shown in FIGS. 1 and 2, the system of the present
invention comprises an offshore quay 32, an undersea tunnel 41,
tunnel conveyors 45, offshore lifts 52, and onshore lifts 51
basically; and further includes offshore conveyors 35 (FIGS. 1, 5,
and 10), relay conveyors 65 (FIGS. 2, 3, 5, and 6), relay vehicles
70 (FIGS. 6, 7, 8, and 9), buffer storages 80 (FIG. 5), and a
shunting junction 90 (FIGS. 2, 6, and 7) optionally.
[0064] The first embodiment of the present invention includes all
the elements (basic and optional) as illustrated in FIG. 1 (top
plan view) and FIG. 2 (schematic cross-sectional view).
[0065] As shown in FIG. 1, onshore container terminal 21
established at onshore 20 comprises quays 22 to which container
ships 12 berth, cranes 13 for loading and unloading of containers
(not shown), and container storages 23.
[0066] As shown in FIGS. 1 and 2, offshore quay 32 is constructed
at offshore 30 being fixed to undersea 40 taking into consideration
of: the depth of waters; the distance from onshore terminal 21; and
directions of tides, winds, and waves. The quay 32 is provided with
mooring equipments (not shown) for berthing ships 12, cranes 13,
storage facilities (not shown), and optionally, offshore conveyors
35. The quay 32 is also provided with wind breaker 33 for
protecting containers 11 and ships 12 from a strong wind.
[0067] The quay 32 is established at a location where its water
depth is sufficient for accommodating a large ship and the distance
from the onshore terminal 21 is minimal. The quay 32 is
established, for example, perpendicularly to undersea tunnel
41.
[0068] The structures and operations of a quay like offshore quay
32 in the present invention can be recognized by one reasonably
skilled in the art, thus the detailed description for that is
omitted here.
[0069] As shown in FIGS. 1 and 2, undersea tunnel 41 is constructed
at undersea 40 between offshore container terminal 31 and onshore
container terminal 21, more specifically between the bottom of
offshore lift 52, and the bottom of onshore lift 51. The tunnel 41
provides a route for transferring containers 11.
[0070] A couple of tunnel conveyors 45 are installed in the tunnel
41 as shown in
[0071] FIG. 1, wherein both conveyors 45 move in the same
direction, for example, from the offshore side to the onshore side;
or move in different direction, for example, one moves towards
offshore and the other towards onshore. Each conveyor 45 is
provided with guide rails 63 on its both side ends for guiding
containers 11. The number of the conveyors 45 can be increased to
more than two.
[0072] As shown in FIG. 1, undersea tunnel 41 is provided with a
couple of corridors 43 along tunnel conveyors 45. The corridors 43
are used by small vehicles for dealing with problems in the flow of
containers 11, and the maintenance of the tunnel 41 and the
conveyors 45.
[0073] The structures and operations of a tunnel like undersea
tunnel 41 in the present invention can be recognized by one
reasonably skilled in the art, thus the detailed description for
that is omitted here.
[0074] As shown in FIGS. 2, 4, and 5, a couple of offshore lifts
52, for example, are established between offshore quay 32 and
undersea tunnel 41. Each offshore lift 52 carries containers 11
arrived from offshore quay 32 to undersea tunnel 41 vertically, and
containers 11 arrived from the tunnel 41 to the quay 32
vertically.
[0075] The lift 52 is a paternoster type installment moving
cyclically for transferring containers 11 vertically, and comprises
a plurality of compartments 53.
[0076] Optionally, as shown in FIGS. 1 and 5, a couple of offshore
conveyors 35, for example, are provided on offshore quay 32. Each
offshore conveyor 35 receives containers 11 from crane 13 and
transfers those to the top of offshore lift 52 longitudinally along
the quay 32, and receives containers 11 from offshore lift 52 and
carries those to the locations to be picked up by crane 13.
[0077] Offshore conveyor 35 halts just before crane 13 picks up or
releases a container on it. However, the duration of the halt is
short enough for the conveyor 35.move at a substantial speed. Crane
operators control the conveyor 35 concurrently.
[0078] Optionally, as shown in FIGS. 3, 4, and 5, each compartment
53 of offshore lifts 52 is provided with a compartment conveyor 55
for transferring a container between the compartment 53 and relay
conveyor 65 horizontally.
[0079] Optionally, as shown in FIGS. 3 and 5, relay conveyors 65
are provided between offshore conveyors 35 and the top of offshore
lifts 52, and at the bottom of the lifts 52 for transferring
containers 11 horizontally.
[0080] Optionally, as shown in FIG. 2, shunting junction 90 is
provided between the bottom of offshore lifts 52 and the
offshore-side end of undersea tunnel 41 for changing the
orientations of containers 11. In the junction 90, the orientations
of containers 11 are changed while moving between the bottom of
offshore lifts 52 and tunnel conveyors 45. The shunting can be
carried out by an automated system or by a vehicle driven by a
person.
[0081] The junction 90 is a wider and deeper space than undersea
tunnel 41, and provided with person-driving relay vehicles 70.
[0082] As shown in FIG. 3, at the top of offshore lift 52, offshore
conveyor 35 rolls over a container to relay conveyor 65, and the
relay conveyor 65 rolls over it to compartment conveyor 55 of the
lift 52. The compartment conveyor 55 accommodates the container,
and later at the bottom, rolls over it to relay conveyor 65 in
shunting junction 90. At the bottom of the lift 52, relay conveyor
65 rolls over a container to compartment conveyor 55 of the lift
52. The compartment conveyor 55 accommodates the container, and
later at the top, rolls over it to relay conveyor 65 directed to
offshore conveyor 35.
[0083] A container can be smoothly transferred between relay
conveyor 65 and compartment conveyor 55 by both operating
concurrently and adjacently in a good alignment.
[0084] As shown in FIG. 3, each offshore lift 52 receives a
container at the top from relay conveyor 65 directed from offshore
conveyor 35, and rolls over a container at the bottom to relay
conveyor 65 in shunting junction 90 simultaneously. Similarly the
lift 52 rolls over a container to relay conveyor 65 at the top and
receives a container from relay conveyor 65 at the bottom
simultaneously. Such synchronization reduces the time for container
transfer.
[0085] FIG. 6 shows a case for two relay conveyors 65 and two
tunnel conveyors 45 in shunting junction 90. Relay conveyors 65 are
extended towards tunnel 41 for accommodating relay vehicles 70 at
their sides. Also tunnel conveyors 45 are extended towards offshore
lifts 52 for accommodating relay vehicles 70 at their sides.
[0086] FIG. 7 shows a case for four relay conveyors 65 and four
tunnel conveyors 45 in shunting junction 90. The inner two relay
conveyors 65 are further extended to tunnel 41 so that relay
vehicles 70 can access four relay conveyors 65 simultaneously.
Similarly the inner two tunnel conveyors 45 further extended to
offshore lifts 52 so that relay vehicles 70 can access four tunnel
conveyors 45 simultaneously.
[0087] In shunting junction 90, a relay vehicle 70 picks up a
container from relay conveyor 65, moves to one side of tunnel
conveyor 45, and releases it onto the conveyor 45. Similarly, a
relay vehicle 70 picks up a container from tunnel conveyor 45,
moves to one side of relay conveyor 65, and releases it onto the
conveyor 65. Relay vehicles 70 carry out the shunting of containers
11 by repeatedly following the exemplary routes depicted in FIGS. 6
and 7.
[0088] A relay vehicle 70 grips or releases a container while
moving along tunnel conveyor 45 at the same speed, thus enables the
conveyor 45 to operate with a minimum halt.
[0089] Optionally, a buffer storage 80 is provided between offshore
conveyor 35 and the top of offshore lifts 52 (as shown in FIG. 5),
and the bottom of the lifts 52 and the offshore-side end of tunnel
conveyors 45 (not shown) respectively for storing containers
temporarily. The storage 80 is a space for storing containers
temporarily when a delay occurs to the flow of the containers.
Shunting junction 90 can also be used as a buffer storage.
[0090] The transfer of containers between the onshore-side end of
undersea tunnel 41 and onshore container terminal 21 is similar to
that of between the offshore-side end of undersea tunnel 41 and
offshore container terminal 31.
[0091] The structures and operations of onshore lifts 51 are
exactly same as those of offshore lifts 52.
[0092] However, no shunting junction is provided at the bottom of
onshore lifts 51 since the lifts 51 are aligned, it can be easily
done since the lifts 51 are constructed in land, with undersea
tunnel 41.
[0093] Optionally, a buffer storage (not shown) is provided between
the bottom of onshore lifts 51 and the onshore-side end of tunnel
conveyors 45.
[0094] The numbers of offshore lifts 52; onshore lifts 51; tunnel
conveyors 45; offshore conveyors 35; and compartments 53 in
offshore lifts 52 and onshore lifts 51 are determined synchronously
so that the system of the present invention does not have a
bottleneck or an interruption in the flow of containers.
[0095] The structures and operations of conveyors like offshore
conveyors 35, tunnel conveyors 45, relay conveyors 65, onshore
conveyors 25, and compartment conveyors 55 in the present invention
can be recognized by one reasonably skilled in the art, thus the
detailed description for those is omitted here.
[0096] In the same token, the structures and operations of lifts
like offshore lifts 52 and onshore lifts 51 in the present
invention can be recognized by one reasonably skilled in the art,
thus the detailed description for those is also omitted here.
[0097] Relay vehicles 70 can also transfer containers between a
buffer storage 80 and the conveyors: relay conveyors 65, tunnel
conveyors 45, and offshore conveyors 35. The vehicle 70 can be a
side-loadable forklift of any type, or a custom-made vehicle as
shown in FIGS. 8A and 8B, which minimizes the space required for
the shunting by adopting a side deck 71 and a transverse crane 72.
The vehicle 70 is driven, for example, by four electrically powered
wheels 73, and may have its side deck 71 on its left side or right
side. Both types are used according to circumstances.
[0098] In the first embodiment of the present invention, as shown
in FIGS. 2 and 3, a container moves smoothly as follows: a
container in ship 12 is picked up by crane 13 and released onto
offshore conveyor 35; then it moves to relay conveyor 65 (at the
top of offshore lift 52); and to compartment 53 of the lift 52;
there it travels downward by the lift 52; and moves to relay
conveyor 65 (at the bottom of the lift 52); and moves to tunnel
conveyor 45 by a relay vehicle 70 shunting its direction; and
travels along undersea tunnel 41; upon the completion of the travel
in tunnel 41, it moves to relay conveyor 65 (at the bottom of
onshore lift 51); and to compartment 53 of the lift 51; there it
travels upward by the lift 51; and moves to relay conveyor 65 (at
the top of onshore lift 51): and finally moves to onshore conveyor
25 at onshore container terminal 21. Naturally a container also
moves reversely.
[0099] FIG. 9 shows an alternative embodiment of the present
invention, wherein relay vehicles 70 transfer containers 11 between
offshore conveyor 35 and the offshore-side end of tunnel conveyor
45. Each relay vehicle 70 picks up a container from offshore
conveyor 35, and embarks a compartment 53 of offshore lift 52, and
disembark from the lift 52 when it arrives at its bottom, and
approaches to the side of tunnel conveyor 45 and releases the
container onto the conveyor 45. In the embodiment, each compartment
53 of the lift 52 has a larger dimension in width and height for
accommodating a relay vehicle 70 loaded with a container, and is
provided with a set of safety devices (not shown) for lighting and
ventilation, etc. But the compartment 53 needs not to be provided
with a compartment conveyor. Also relay conveyors need not to be
provided in the embodiment. Relay vehicles 70 transfer containers
between the onshore-side end of tunnel conveyor 45 and onshore
container terminal 21 in the same way.
[0100] Another embodiment of the present invention is presented, as
shown in FIG. 10, for the case where offshore conveyor is not
provided, wherein relay vehicles 70 transfer containers between
offshore storage (not shown) on offshore quay 32 and the
offshore-side end of tunnel conveyor 45. Others are same as
described just before.
[0101] Yet another embodiment of the present invention is
presented, as shown in FIG. 11, for the case where offshore
conveyor is not provided, but relay conveyor 65 and compartment
conveyor 55 are provided, wherein relay vehicles 70 transfer
containers between offshore storage (not shown) on offshore quay 32
and relay conveyor 65 provided at the top of offshore lift 52. In
the embodiment, relay vehicles 70 do not embark or disembark
offshore lift 52 (or onshore lift 51). Others are same as described
in the first embodiment of the present invention as shown in FIG.
3.
[0102] FIGS. 12A, 12B, and 12C illustrate additional embodiments of
the present invention with regard to the arrangement of undersea
tunnel 41 and offshore quay 32.
[0103] In FIG. 12A, an offshore quay 32 is established in the same
direction with that of undersea tunnel 41. Thus it eliminates the
need for changing the orientation of containers while being
transferred. Accordingly, in the embodiment, relay conveyors (not
shown) at the bottom of the offshore lift 52 may be directly
connected to tunnel conveyors (not shown).
[0104] In FIG. 12B, two quays are connected in the front (seaward)
side, and the space of the connection is used for a buffer storage
80. In the embodiment, containers unloaded to the one quay may be
transferred to the other quay by relay vehicles (not shown) through
the connection.
[0105] In FIG. 12C, interquay tunnel 42 is provided between the
quays at the rear side, and undersea tunnel 41 is connected to one
of the quays diagonally. In the embodiment, the containers unloaded
to the one quay may be transferred to the other quay by relay
vehicles (not shown) through interquay tunnel 42,
[0106] As seen from the above, the embodiments of the present
invention accomplish the objects and advantages described in the
summary without difficulties.
[0107] Although the description above contains many specifications,
these should not be construed as limiting the scope of the
embodiments but as merely providing illustrations of some of the
presently preferred embodiments. Many other variations are
possible. For example, the port system can comprise a plurality of
the offshore quays (more than two) in various connections.
Accordingly, the scope should be determined not by the embodiments
illustrated, but by the appended claims and their legal
equivalents.
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