The present invention relates to a system for transferring cargo from ship to quay, and vice versa, via a side port opening in the ship, comprising a cargo elevator arranged within the side port opening and a reloading platform arranged in the side port, opening, with associated conveyor for transporting cargo to and from the cargo elevator, from and to a delivery location at the side port opening and a conveyor arranged on the quay, for transporting cargo to and from the side port opening together with a transfer means for transferring cargo to and from the delivery location of the reloading platform from and to the conveyor on the quay.

Hitherto it has been usual to employ a fork lift truck on the quay for the transportation of cargo to and from the side port opening of the ship and for the transfer of cargo from the quay ro the reloading platfcrr*. on board the ship. With such a loading system the fork lift trucks during driving must effect considerable swing movements at the same time as it is driven to and from on the quay, with and without cargo, in addition to the lifting and lowering of the loading forks in connection with the handling of the cargo. In order to achieve high loading and unloading capacity the use of a large number of fork lift trucks is required. As a consequence of the big speed of driving and beyond that the large activity and limited view complications can easily occur with

interruption in the operation of the loading trucks on the quay and corresponding interruption in the handling of cargo on board the ship.

Alternatively a stationarily arranged conveyor can be employed on the quay for the transportation of cargo to or from the ship and a fork lift truck for the transfer of cargo to and from the delivery location of the reloading platform from and to the conveyor on the quay. An advantage of such a system is that effective transporation of cargo on the conveyor on the quay can be achieved, for example between a warehouse and an unloading position on the quay, mainly with straight line movements, without particular transporation complications. In addition a buffer zone can be readily achieved at the discharge position, so that there is constantly present there cargo availability for further transporation, independent besides of the loading and unloading operations. By use of fork lift trucks in connection with such a stationarily arranged conveyor there is obtained in itself a simple cargo transfer between quay and ship. By reason of the necessary driving pattern of the fork lift truck with relatively small drive lengths, but with associated frequent and partly sudden turning movements, and subsequent lifting and lowering movements, the fork lift truck or the fork lift trucks will constitute a vital, but readily vulnerable factor in the system, with the possibility for considerable complications in the transfer of cargo.

With the present invention the aim is an arrangement where a simpler cargo transfer can be attained with simpler operation, for example by remote control of the transfer of cargo from a location from which adjacent cargo elevators and the like are operated. In particular the aim is to make oneself independent of the use of fork lift trucks on the quay. The objective is to achieve a simple and effective transfer of cargo between the delivery location on the reloading platform and the conveyor on the quay and to attain a more or less automatic handling of the cargo. In practice it is of importance to obtain as far possible a rectilinear movement pattern for the cargo in order to bε able conduct

as far as possible a reliable and damage free together with automatic handling of the cargo, with relatively few handlings of the cargo during transportation of the cargo.

The system according to the invention is characterised in that the transfer means comprises a transfer platform with separate conveyors for transportation of the cargo horizontally on the platform, that the transfer means comprises a first support member or a first pair of support members fastened to the ship and a second support member supported on the quay toghεther with a pair of guide means, which are arranged between the first and the second support member, the transfer platform being carried in an elevator arrangement, via the first support member on the reloading platform or via the first support member in a carrying stand on the second support member, for lifting and lowering the transfer platform along the guide means.

By this one has the possibility of transporting cargo in the one direction from the conveyor on the quay and in the second direction from the conveyor on the quay via the conveyor of the transfer platform to the conveyor of the reloading platform, by a parallel displacement of the cargo, that is to say without having to expose the cargo to unnecessary turning movements. In order to ensure the transfer between ship and quay with an elevator arrangement which comprises hoisting wires, while the transfer platform is controlled along the guide means between the support means on the ship and on the quay, the transfer can consequently take place in a relatively controlled manner in rectilinear paths of movement.

The present invention also relates to a transfer means in the loading and unloading arrangement for the transfer of cargo from ship to quay, and vice versa.

The cargo transfer means is characterised in that the transfer means comprises a first support member or a pair of first support members which are adapted to be fastened to the ship and a second support member which is adapted to be supported via wheels, slide means or the like together with rails on the quay, and a pair of guide means which are arranged between said first and second support members together with a transfer platform which is controllable along the guide means, the transfer platform

being adapted to be lifted and lowered by means of hoisting wires via support castors of the first support member or the first pair of support members.

According to the invention one can either employ a transfer equipment which is brought along with the ship from harbour to harbour or one can employ a transfer equipment which is used stationarily in the individual harbour for different ships.

It is preferred according to the invention that the guide means are axially moveable at the one end either relative to the first or relative to the second support member, and that each guide means is pivotably mounted about a first upper, horizontal axis and parallel to the rails on the quay, while the second support member is moveable in the fore-and-aft direction via support wheels or slide means along rails on the quay.

Consequently it will be possible to compensate for turning movements of the ship about its longitudinal axis and compensate for the deep draught of the ship relative to the quay and compensate for the vertical movements of the ship on ebb and flo _r by allowing a certain- limited pivoting of the guide means relative to the first and the second support member toghether with an axial movement of the respective one end of the guide means relative to the first or the second support member. Similarly it will be possible to compensate for possible longitudinal movements of the ship relative to the quay by allowing the second support member to be moved along the rails on the quay.

By this loading and unloading can be effected without complications in step with movements of the ship relative to the quay with a more or less stationarily arranged arrangement (stationarily arranged on ship or on quay) .

In a first case, where the transfer platform is carried via the first support member on _. the reloading platform, the system according to the invention is characterised in that the guide means are axially displaceable in their respective sleeve-shaped control means which are pivotably mounted about the first axis on the first support member.

In a second case, where the transfer platform is carried via the first support member in a carrying stand

on the second support member, the system is characterised in that the guide means are axially displaceable in their respective sleeve-shaped control means which are pivotably mounted about the second axis on the second support member.

In both cases the transfer platform can be moved unhindered along the guide means, actuated by the weight loading from the transfer platform, with or without cargo, that is to say with a movement which can compensate for wave movements of the sea and for other movements occurring in a plane transversely of the ship. In this connection there can be built in in addition, in a manner known per se, a lift-compensating arrangement in the elevator arrangement itself so as to ensure a set pattern of movement for the transfer platform relative to the quay during transfer of the transfer platform to and from the quay.

In order to avoid unnecessary listing of the ship, during transfer of cargo to and from the transfer platform from and to the quay or from and to the ship, it is desirable to be able to stabilise the ship in a set position during the loading and unloading operation itself. Similarly it is desirable during the loading and unloading operation to be able to stabilise the ship against occurring listing movements produced by movements of the sea against the ship relative to the quay. According to the invention one has been able to combine such desired stabilising with a desired control of the transfer movement of the cargo between quay and ship, or vice versa. One has achieved this in that by means of a one-way operating pneumatic or hydraulic pressure cylinder with pressure build up in the one direction of movement and pressure discharge in the opposite direction of movement, by means of the weight loading from the transfer platform and cargo or by means of the weight loading from the ship, the guide means are adapted to exert a hydraulic elastic force of a specific size in the one power transfer direction between transfer platform and lower support member or between upper and lower support member.

By this one has been able to produce a support force on a certain size between ship and quay via the

guide means, dependent upon the weight of the cargo on the transfer platform or the loading produced by the listing movement of the ship, so that the weight loading instead of producing listing of the ship and corresponding movement of the transfer platform, is discharged directly to the quay. By this one will also be able to tension the lower support member, via associated support wheels or slide means, with great frictional force against associated rails on the ground of the quay so as to produce thereby an intermittently occurring, effective support against the quay with the support member in a set, movement-obstructed position on the rails. Immediately the elastic force is relieved one has the greater possibility of allowing the support member to displace itself to a suitable new position dependent upon and as compensation for possible longitudinal movements of the ship relative to the quay.

According to the invention an easy automatic adjustment of the transfer mechanism between quay and ship is consequently obtained after movements of the ship occur relative to the quay. With the aid of simple means a corresponding adjustment of the equipment at the discharge location can also be effected relative to the associated conveyor on the quay, by undertaking a controlled movement of said equipment parallel to the support rails for the lower support member of the transfer mechanism.

Further features of the present invention will be evident from the following description having regard to the accompanying drawings, in which:

Fig. 1 shows in perspective a schematic sketch of the system according to the invention.

Fig. 2 shows a section of the system according to Fig. 1 illustrated in vertical section.

Fig. 3 shows a section of the system according to Fig. 1 illustrated in horizontal section.

Fig. 4 shows a section of Fig. 2 on a larger scale.

Fig. 5 shows the detail as illustrated in Fig. 4 in an intermediate position.

Fig. 6 shows a second construction of the detail as illustrated in Fig. 4.

Fig. 7-13 shows schematically the stepwise work cycles the cargo passes through in a loading operation.

Fig. 1 shows in perspective a ship 10 secured relative to a quay with mooring lines 12. The ship is shown with a side port 13 in an open position in connection with a loading and unloading system 14 between ship 10 and quay 11.

On board the ship there are shown two parallel elevators 15a and 15b controlled by their respective elevator guides 16a, 16b for the transportation of cargo vertical internally in the ship in an associated common elevator shaft 16.

In Fig. 2 there is shown the zone of movement of the elevator between a reloading platform 17 in opening 13a of the side port 13 and an upper loading deck 18 and a lower loading deck 19 respectively. There is shown a first conveyor 20 on platform 21 of the elevator 15a. Furthermore there is shown in each of the decks 18 and 19 a corresponding second conveyor 22 and a third conveyor 23 respectively, which cooperate with the conveyor 20 for transferring cargo from and to the decks 18,19 to and from the elevator 15a (15b) .

The reloading platform 17 can be lifted and lowered in the port opening 13a according to need via associated elevator machinery. At 17a there is shown a stop which is fastened to the reloading platform 17 and which projects outward into the vertical path of movement of the elevator 15a so as to ensure that conveyor 20 of the elevator shall be precisely flush in the transfer position with a fourth pair of conveyors 24 (see Fig. 4) on the reloading platform 17. In practice there is used a continuous reloading platform 17 with two separate conveyors 24, that is to say a conveyor for each of the elevators 15a,15b, so that these can be operated parallel and independently of each other.

From the reloading platform 17 there projects outside the side of the ship a pair of carrying arms 25a, 25b, which via their respective pairs of wires 26a, 26b carry a continuous transfer platform 27 at its opposite ends. The transfer platform 27 is provided with two separate conveyors 27a, 27b, which can be operated separately. The wires 26a,26b pass over guide pulleys 28a, 28b in the arms 25a,25b and are operated via a machinery (43) in the reloading platform 17 (see fig. 4)

which surrounds the side port 13. At 30 (Fig. 2) there is shown an operation location for an operator who attends to the reloading platform 17 and the elevators 15a,15b toghether with associated conveyors.

The carrying means 25a,25b form an upper support member for a transfer means which includes the transfer platform 27. In each of the carrying arms 25a,25b (in Fig. 4 there is shown only the one arm 25b) a pair of stationarily arranged guide sleeves 31 are fastened pivotably mounted about a first horizontal, upper pivotal axis 31a for axially displaceable reception of an associated pair of rod-shaped guide means 32. The platform 27 is displaceable along the respective guide means 32 by means of a pair of sliding sleeves 33. The sliding sleeves 33 are pivotably mounted relative to the platform 27 via a second horizontal, middle pivotal axis 33a (see Fig. 5) . The lower end of the guide means 32 is pivotably mounted via a third horizontal, lower pivotal axis 32a in a bracket 34a on a carriage 34 which forms the lower support member of the transfer means. The carriage 34 is moveable on the quay 11 in the fore-and-aft direction of the ship parallel to the pivotal axes 31a and 32a by means of wheels 35 which roll on the rails 36. Alternatively the carriage can slide on the rails 36 by means of slide means (see Fig. 6) . The fifth pair of conveyors 27a, 27b of the platform 27 are adapted to be flush with the fourth pair of conveyors 24 on the platform 17 in the upper position of the platform 27 and flush with a sixth pair of conveyors 38 on a stand by platform 39 on the quay 11.

In Fig. 4 the pivotal axis 33a of the sliding sleeve 33 is shown coinciding with the pivotal axis 31a of the guide sleeve 31 in the upper position of the transfer platform, as illustrated by full lines. This means that the transfer platform 27 is not subjected in its upper position to relative movement relative to the reloading platform 17 and thereby will participate in turning movements and vertical movements of the ship relative to the quay. Similarly in the lower position of the transfer platform 27 in Fig. 4, as shown by chain lines, pivotal axis 33a of the sliding sleeves 33 coincides with the pivotal axis 32a of the lower end of the guide means 32.

This means that the transfer platform 27 is not subjected in its lower position to relative movement relative to the carriage 34 and thereby will be independent of turning movements of the ship and movements of the ship vertically relative to the quay.

In Fig. 5 the transfer platform 27 is shown in an intermediate position. In intermediate positions between said upper and lower positions the transfer platform will take part in the turning movements and vertical movements of the ship relative to the quay, but then guided in a controlled manner by the guide means 32 and the hoisting wires 26a, 26b. The hoisting wires can if necessary be connected to a lift compensator known per se for compensating for movements of the ship relative to the qua .

By means of the guide means 32, which are pivotably mounted in the ship via the guide sleeve 31 and in the carriage 34 via the bracket 34a, relatively free movement of the ship can be permitted relative to the quay in a plane transversely of the quay and by means the carriage 34 a correspondingly relatively free movement of the ship can be allowed in the fore-and-aft direction along the quay.

As shown in section in Fig. 4 the stand by platform

39 is in the form of a carriage which is moveable in the for-and-aft direction of the ship via wheels 40a on rails

40 which run parallel to the rails 36. The carriage 39 is (as is shown in Fig. 3) adapted to be moved forwards and backwards along the rails 40 to an equivalent extent as the carriage 34 is moved along the rails 34, in order to allow the conveyors 27a, 27b to be flush with the conveyors 38 on stand by platform 39 during transfer of cargo between these. Furthermore the carriage 39 is adapted to be displaced, so that its conveyors 38 are alternately flush with a common conveyor 41 which passes from the stand by platform 39 to a warehouse 42 on the quay 11. According to a first embodiment of the transfer means, which is shown in detail in Fig. 4, the upper support member (illustrated by the arm 25a) , the transfer platform 27 and the guide means 32 are fastened as a unit to the reloading platform 27 on the ship. In this connection the rods 32 are readily releasably connected to

the brackets 34a on the carriage 34, so that the carriage 34 can be loaded again at the use location. The transfer means or the most important parts of this are consequently adapted to be transported together with the ship from harbour to harbour for connection to an existing transport system in the harbour in question. The reloading platform 17 with the associated transfer means is pivotable about a horizontal axis, as shown by the pivot pin 17b in Fig. 4, from the illustrated horizontal, active working position to an inactive, vertical position within the side of the ship and within the port opening 13a.

In Fig. 6 there is shown a second embodiment where the arm 25a' constitutes the one half of an upper support member which is readily mountably and readily dismountably fastened to corresponding guide 25a" on reloading platform 17. In this case the upper support member, the transfer platform 27' , the guide means 32' and the carriage 34' with associated slide means form a part of a coherent construction, which also comprises a carrying stand 45 with associated guide pulleys 28a',28b' for the carrying wires 26a' ,26b' which are controlled by an elevator machinery (not shown further) in the stand 45. The transfer means in this case is present in the associated harbour for use in different ships which call at the harbour.

In the embodiment as shown in Fig. 6 the rod 32' is axially displaceable in the opposite direction to that which is shown in fig. 5 and in this connection the free end of the rod 32' is received in a cavity 11a ^r in the quay. In this connection the guide sleeve 31' is pivotably mounted on the carriage 34 ' , while the upper end of the rod 32' is pivotably mounted about a pivotal axis 32a' in the carrying arm 25a' .

By means of a pair of one-way operating hydraulic (or pneumatic) cylinders 46 (one at each end of the platform 27), which in fig. 5 are shown connected to the guide sleeve 31, portions of the listing loading of the ship can be transferred from the arms 25a,25b, the slide sleeves 31 and the cylinders 46 to the rod 32 and further to the ground via the carriage 34. Alternatively the one¬ way operating cylinders can be connected between the upper support member (the arms 25a, 25b) and the lower support

member (the carriage 34) . In both cases the extra, intermittent weight loading will be able to be transferred via the carriage 34 to the underlying rails so that a frictional locking of the carriage in a set position can be achieved so long as the listing occurs, but this locking is eliminated again immediately the listing ceases. By this there is obtained an effective, intermittent, elastically yielding support between ship and carriage during the listing movement. Immediately the listing movement ceases the carriage is released for self- regulating adjustment of this fore-and-aft relative to the ship. Similar effects are also obtained by the transfer of the weight loading of the transfer means from the carriage 34 to the ship, so that listing of the ship can be avoided or reduced during the weight transfer.

In Fig. 7 to 13 there are shown loading operations in several following working steps.

In Fig. 7 a cargo LI is transported into place on the conveyor 38 on the quay and the platform 27 is lowered down on the quay for transfer from the conveyor 38 to the platform 27, as is shown in Fig. 8.

In Fig. 9 the cargo LI is lifted up flush with the conveyor 24 for transfer to the conveyor 24 as is shown in Fig. 10. At the same time an additional cargo L2 is conveyed as shown in Fig. 9 and 10 correspondingly as shown for the cargo LI in Fig. 7 and 8.

In Fig. 11 the cargo LI is transferred to the conveyor 20 on the elevator so as to be transferred to a position flush with the conveyor 22 internally in the ship. In Fig. 11 the cargo L2 is transferred to the platform 27.

In Fig. 12 and 13 the transfer of the cargo LI from the conveyor 10 to the conveyor 22 is shown, while the cargo L2 is transferred from the platform 27 to the conveyor 24. While this is proceeding a further cargo L3 can be conveyed to the conveyor 38 as shown in Fig. 13.

It will be evident that the units of cargo can be transferred indenpendently of each other between quay and ship as is indicated above, but in practice it is appropriate to place two units of cargo on the platform 27 and transfer these cargo units parallel to the position as shown in fig. 12 and if necessary totally forward to the position as shown in Fig. 13.