US20100183407A1

US20100183407A1 - Container transfer port system

Info

Publication number: US20100183407A1
Application number: US12/398,193
Authority: US
Inventors: Tai-Up Kim
Original assignee: Individual
Current assignee: Individual
Priority date: 2009-01-21
Filing date: 2009-03-05
Publication date: 2010-07-22

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).

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

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

Not Applicable.

SEQUENCE LISTING OR PROGRAM

Not Applicable.

BACKGROUND

1. Field
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.
2. Prior Art
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.
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.
However, it is not easy for an existing port to expand its capacity due to difficulties in securing a site with proper water depth.
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.
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.
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.
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.
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

None of the above patents is seen to describe the present invention as claimed.
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.
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.
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.
Still another object of the present invention to provide a port system which can operate in unfavorable weather condition.
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.
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.
To accomplish the above objects, a container transfer port system is provided according to the present invention.
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.
The offshore quay at the offshore container terminal is equipped with cranes for transferring containers between the quay and ships berthed to it.
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;
The tunnel conveyor is installed in the undersea tunnel for transferring containers along the undersea tunnel.
The offshore lift is provided for transferring containers vertically between the offshore quay and the undersea tunnel.
The onshore lift is provided for transferring containers vertically between the undersea tunnel and the onshore container terminal.
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.
Preferably, the offshore lift (or onshore lift) is a paternoster type installment moving cyclically for transferring containers vertically, and comprises a plurality of compartments.
Preferably, each compartment of the offshore lift (or onshore lift) is provided with a compartment conveyor for transferring a container horizontally.
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.
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.
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.
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.
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.
From the description above, a number of advantages of the present invention become evident:

- (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.
- (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.
- (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.
- (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.
- (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.
- (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.
- (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

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:

FIG. 1 is a schematic top plan view of the first embodiment of a container transfer port system of the present invention.

FIG. 2 is a schematic cross-sectional view of the first embodiment.

FIG. 3 is an enlarged schematic cross-sectional view of the transfer of containers around the offshore lift.

FIG. 4 is a front elevational view of the carriage of containers in the offshore lift.

FIG. 5 is a schematic top plan view of a buffer storage on the offshore quay.

FIG. 6 is a schematic top plan view of the operation of relay vehicles in the shunting junction for two conveyors.

FIG. 7 is a schematic top plan view of the operation of relay vehicles in the shunting junction for four conveyors.

FIG. 8A is a rear elevational view of a relay vehicle.

FIG. 8B is a top plan view of a relay vehicle.

FIG. 9 is a schematic elevational view of an alternative embodiment, wherein relay vehicles transfer containers between the offshore conveyor and the undersea tunnel

FIG. 10 is a schematic elevational view of an alternative embodiment, wherein relay vehicles transfer containers between the offshore storage and the undersea tunnel

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.

FIG. 12A is a schematic top plan view of an additional embodiment showing one quay aligned with the undersea tunnel.

FIG. 12B is a schematic top plan view of an additional embodiment showing two quays connected at the front (seaward).

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.

FIG. 2 is a representative drawing for the present invention.

DRAWINGS—REFERENCE NUMERALS


	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

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.
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).
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.
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.
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.
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.
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.
A couple of tunnel conveyors 45 are installed in the tunnel 41 as shown in
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.
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.
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.
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.
The lift 52 is a paternoster type installment moving cyclically for transferring containers 11 vertically, and comprises a plurality of compartments 53.
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.
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.
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.
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.
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.
The junction 90 is a wider and deeper space than undersea tunnel 41, and provided with person-driving relay vehicles 70.
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.
A container can be smoothly transferred between relay conveyor 65 and compartment conveyor 55 by both operating concurrently and adjacently in a good alignment.
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.
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.
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.
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.
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.
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.
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.
The structures and operations of onshore lifts 51 are exactly same as those of offshore lifts 52.
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.
Optionally, a buffer storage (not shown) is provided between the bottom of onshore lifts 51 and the onshore-side end of tunnel conveyors 45.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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).
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.
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,
As seen from the above, the embodiments of the present invention accomplish the objects and advantages described in the summary without difficulties.
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.

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.