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CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims the benefit of copending U.S. Provisional Application No. 60/077,443 filed Mar. 10, 1998. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Technical Field 
     The present invention relates to a terminal and system for the automatic computerized transfer, e.g., loading and unloading, of containerized cargo between a container ship and trucks, railroad cars, other ships and/or storage. 
     2. Background Art 
     The related art of interest describes various means for unloading ship cargo on land or offshore using gantries for loading and removing cargo from ships. 
     Accordingly, it is a principal object of the invention to provide a container ship terminal with storage, truck and rail facilities. 
     It is another object to provide such a container ship terminal having an overhead transverse beam and elevated ground rail system, with the overhead transverse beams being used for loading and unloading of container cargo from ships, and to and from storage, through the use of automated vehicles, preferably without changing the orientation of the containers. 
     It is a further object to provide such a container ship terminal with automated vehicles to transfer container cargo via the elevated ground rail system to and from trucks and railcars. 
     It is also an object of the invention to provide such a container ship terminal which is fully automated and controlled by a central computer system for the transfer of cargo to ships, storage, trucks or railcars. 
     It is another object to provide such a container ship terminal offering a graving dock and container ship support services while a ship is berthed in the terminal. 
     It is a further object to provide such a container ship terminal with facilities for rapidly refueling ships berthed in the terminal. 
     A still further object of the invention is to provide such a container ship terminal which is dependable, economic and fully effective in accomplishing its intended purposes. 
     SUMMARY OF THE INVENTION 
     The present invention relates to a terminal and system for the automatic computerized transfer, e.g., loading and unloading, of containerized cargo between container ships, trucks, railroad cars, and storage. The terminal and system of the present invention reduces the amount of time required for a container ship to berth, to bunker (take on fuel), load supplies and to discharge and/or take on cargo. The terminal and system of the present invention is equipped to store or transfer the unloaded cargo automatically by using independent container transfer vehicles. The cargo ships are moored in docks of a terminal building constructed in or adjacent to a waterway. Preferably, each of the docks in the terminal and system of the present invention has the capability of acting as a wet dock, a graving dock and a lock. The terminal may be constructed by utilizing encapsulated dredged material. An overhead transverse beam system permits an individual container transport vehicle to lift a piece of cargo up and away from the ship. The container transport vehicle then distributes the unloaded cargo to the pertinent transportation vehicle or to storage within the terminal. 
     Thus, as a first aspect of the present invention, a terminal system for unloading containers from and loading containers onto container ships is disclosed, comprising a terminal structure having an interconnected right side, left side and rear side, and a substantially open front side with at least one quay adapted to form at least one dock, the dock preferably having a wall on at least two facing sides thereof, a plurality of parallel elevated ground conveyance rails positioned, atop at least one of the walls, parallel longitudinal conveyance rails positioned above each of the walls, a plurality of parallel transverse overhead conveyance beams constructed and adapted to be positioned perpendicularly between the parallel longitudinal conveyance rails, and at least one container transport vehicle constructed and adapted to be capable of traveling along the elevated ground conveyance rails and the parallel transverse overhead conveyance beams and adapted to pick up, carry and deposit a container between a container ship berthed in one of the at least one docks and a location other than the container ship. 
     The terminal system may further comprise a computer control system for controlling the operations of each of the container transport vehicles. When more than one dock is included in the terminal system, interquay transfer beams may be included for conveying container transport vehicles from dock to dock. 
     In addition, the terminal structure may further comprise a storage and transfer area adjacent to the docks containing railroad tracks and/or a roadway, so that the terminal system can transfer containers between a first ship berthed in one of the docks, a second ship berthed in a second dock, a railroad car on the railroad tracks, a truck on the roadway, and/or a storage area within the storage and transfer area by utilizing the transverse overhead conveyance beams, the elevated ground conveyance rails, and the container transport vehicles under computerized control. Furthermore, the terminal system may comprise a railroad access and a truck access to the terminal structure for connection to the railroad tracks and roadway in the storage and transfer area. 
     In a second embodiment of the present invention, the railroad access and/or the truck access are connected by a tunnel under water to the terminal structure using container chutes located therein. In a third embodiment, the railroad access and the truck access are connected by a causeway on supports to the terminal structure. 
     Furthermore, the terminal system may include an enclosed terminal structure to accommodate all-weather, year-round operation, which terminal system further comprises a roof on the terminal structure, means for removing ship stack emissions from within the terminal structure, service portals separate from the cargo handling areas of the terminal which provide access to ships berthed in the docks, bow and side fender mooring devices adaptable to the form of a ship&#39;s hull, service harnesses which provide fast shore service connections to ships berthed in the docks, caisson doors (which may be attached to at least one of the docks) which open and close, and when closed isolate the dock from the adjoining waterway to allow dewatering of the dock for drydocking a ship or to permit water to be pumped into the dock acting as a lock to raise the position of a ship within the dock, and a high flow rate fueling system for a ship berthed in one of the docks comprising storage tanks and means for high-speed pumping of fuel. 
     As another aspect of the present invention, remotely controlled docking modules are provided for moving ships in or out of the docks. 
     As an additional aspect of the present invention, a bow mooring assembly for mooring a ship by the bow in a dock of a terminal is disclosed, comprising a horizontal rail in a dock wall, mechanical stop elements mounted to the horizontal rail, an H-shaped frame having a front portion consisting of a pair of separated bumpers for accepting a bow of a ship and a rear portion, wider than the front portion, and a plurality of hydraulic damper devices interconnected between the horizontal rail and the rear portion of the H-shaped frame, and whereby the H-shaped frame is limited in movement by the mechanical stop elements and the front portion of the H-shaped frame can accommodate a plurality of bow shapes. 
     As a yet further aspect of the present invention, a locking side fender assembly for mooring a ship in a dock of a terminal is disclosed, comprising a slotted mooring fitting mounted to a hull of a ship, a key element adapted to fit into the slotted mooring fitting comprising an oblong element connected to a first end of a shaft and an electric rotary actuator attached to a second end of the shaft, a rectangular fender element having elastomeric pads on a front surface and an aperture for the shaft of the key element, the rectangular fender element further having a top surface connected to a first end of a rotatable extender arm and to a first end of an adjuster arm, a rectangular fender carriage mounted in a dock wall and being connected at a top surface thereof to both the rotatable extender arm at a second end thereof, and the adjuster arm at a second end thereof, an extender ram connected between the top surface of the rectangular fender carriage and the rotatable extender arm, a hydraulic power unit mounted to the rectangular fender carriage and to the extender ram to automatically adjust the fender element to an inclination of the hull surface of a ship with appropriate dampening by positioning the extender ram, and a pair of wheels mounted to the rectangular fender carriage for positioning the rectangular fender carriage within a horizontal groove in the dock wall, and whereby the fender carriage can be locked and unlocked to the slotted mooring fitting by the use of the key element. 
     As a final aspect of the present invention, a system for rapidly fueling a fuel storage tank of a docked ship in a terminal having quays is presented, comprising a quayside storage tank inside the transfer terminal for storing fuel, a fuel pumping unit connectable to the ship&#39;s fuel storage tank, a fuel filtration unit located downstream from the quayside storage tank and connected to the pumping unit, a pumping control unit adapted to control the flow of fuel by the fuel pumping unit, and a vapor evacuation unit connected between the quayside storage tank and the ship&#39;s fuel storage tank, whereby rapid and safe fueling of the ship&#39;s fuel storage tank can be accomplished. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The above and related objects, features and advantages of the present invention will be more fully understood by reference to the following detailed description of the presently preferred, albeit illustrative, embodiments of the present invention when taken in conjunction with the accompanying drawing wherein: 
     FIG. 1A is a fragmentary front isometric view, partially broken away, of a first embodiment of a ship terminal according to the present invention; 
     FIG. 1B is a fragmentary detail view, on an enlarged scale, of an interquay transfer beam and its support; 
     FIG. 2 is a fragmentary sectional view (from the front) of a ship&#39;s berthing area; 
     FIG. 3 is a fragmentary schematic top plan view of the terminal of FIG. 1A showing the rail, truck and ship access facilities; 
     FIG. 4A is a fragmentary sectional view (from the front) of containers on a loaded ship, with containers being moved by container transport vehicles; 
     FIG. 4B is a fragmentary top plan view of the terminal of FIG. 1A showing the top of a quay wall with container transport vehicles on elevated ground conveyance rails and on an overhead transverse beam; 
     FIG. 5 is a fragmentary schematic sectional view (from the front) of the service portal area of the terminal of FIG. 1A; 
     FIG. 6 is a fragmentary schematic sectional view (from one side) of the terminal of FIG. 1A showing the container storage area and access thereto by truck and rail; 
     FIG. 7 is a fragmentary schematic sectional view (from the front) of the container storage area of FIG. 6, taken along the line  7 — 7  of FIG.  3  and looking in the direction of the arrows, showing access thereto by truck and rail; 
     FIG. 8 is a fragmentary front elevational view, to an enlarged scale, of one transfer area of FIG. 7; 
     FIG. 9A is a fragmentary schematic top plan view of a container transport vehicle carrying a cargo container on an overhead transverse beam; 
     FIG. 9B is a right side elevational view of the container transport vehicle on the overhead transverse beam of FIG. 9A; 
     FIG. 9C is a front elevational view of the container transport vehicle on the overhead transverse beam of FIG. 9A; 
     FIG. 10A is a schematic top plan view of a ship&#39;s bow catcher fender; 
     FIG. 10B is a schematic top plan view of a fender for a side of a ship or a docking module in a locked position; 
     FIG. 10C is a schematic front elevational view, to an enlarged scale, of a rotary actuator and key in a locked position relative to a slotted mooring fitting affixed to a side of a ship or docking module; 
     FIG. 10D is a schematic sectional view (from the top) of the fender of FIG. 10B showing the key in the unlocked position; 
     FIG. 11 is a schematic top plan view of ships in moorings with side fenders engaged; 
     FIGS. 12A,  12 B,  12 C and  12 D are schematic top plan views which illustrate the sequence of events that take place to berth and moor a ship using remotely controlled docking modules and fender devices; 
     FIG. 13 is a schematic diagram of a system used to rapidly refuel or bunker ships; 
     FIG. 14 is a fragmentary schematic left side representation of a second embodiment of the present invention in which the terminal and system is located offshore in any navigable waterway (such as a bay or harbor) with a bridge from the mainland for truck and rail access to the terminal; and 
     FIG. 15 is a fragmentary schematic left side representation of a third embodiment of the present invention in which the terminal and system is located offshore in any navigable waterway (such as a bay or harbor) with an access tunnel for truck and rail access to the terminal from the mainland. 
    
    
     Similar reference characters are used in the several figures to denote corresponding features. 
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The Terminal 
     Referring now to the drawing, and in particular to the partial breakaway drawing of FIG. 1A, as a first embodiment of a site plan, the present invention provides a container ship terminal, generally designated by the reference numeral  10 , constructed in or adjacent to waterway  12 , which includes an automated overhead beam and elevated ground rail transfer system generally designated  14  and controlled by a central computer system (not shown) housed in control station  16  for loading, storage and unloading of cargo containers  18  from stacks thereof, generally designated  64 , on ships  20 . 
     Ships are shown berthed in an exemplary number of three wet docks, graving (dry) docks or locks  200  (hereafter all referred to as “docks”). Each dock  200  preferably includes caisson doors  24  (shown in FIG. 3, but not shown in FIG. 1A to enable viewing of ships  20 ) which may be hingedly secured to dock  200 . Caisson doors  24  (FIG. 3) may have a hollow steel structure and open outward and close across the entrance of dock  200  with the requisite conventional locking and sealing elements. Conventional support blocks  47  required for dry-docking are shown in dock  200  under left ship  20  in FIG.  2 . The required pump rooms  23  for flooding and dewatering dock  200  are preferably included in berms  54  of quays  22  as shown in FIG.  2 . 
     Individual containers  18  are shown being transported by container transport vehicles  26  on an automated overhead beam and elevated ground rail transfer system  14 . Transfer system  14  comprises a plurality of longitudinally spaced overhead transverse beam assemblies  28  and a plurality of transversely spaced longitudinal rail assemblies  30 . Note that the orientation of individual containers  18  is always maintained in the same direction to reduce the complexities of transfer within transfer system  14 , and is a distinct advantage. 
     Roof  42  can comprise either structural steel, steel strut-supported fiberglass or other suitable materials, as one reasonably skilled in the art will recognize. 
     On land  32 , combined beacon light and vessel tracking system  34  may be provided for the guidance of incoming cargo ships  20 . Terminal  10  has an entrance area, generally designated  36 , and an exit area, generally designated  38 , for ingress and egress, respectively, of preferably both railcars (see  36   a  and  38   a ) and trucks (see  36   b  and  38   b ) to and from storage and transfer area  40 . It should be noted that the entrance  36  and exit  38 , respectively, of the first embodiment can be positioned on any land-adjacent side of terminal  10 . The elevations of the truck and rail transfer lanes shown in FIG. 1A are peculiar to the particular site plan shown, and as one reasonably skilled in the art will recognize, the positioning thereof is a design choice to be made at the time the particular terminal is being designed. 
     FIGS. 14 and 15 illustrate alternative embodiments of site plans for terminal  10  dependent on its distance from land  32 . In FIG. 14, as a second embodiment, a causeway, generally designated  15 , on supports  21  is provided for rail and truck ingress and egress. In FIG. 15, as a third embodiment, a rail and truck tunnel  17  is formed from land  32  to the rear end of terminal  10  to connect with a plurality of container chutes  19  for receiving or delivering cargo containers  18 . 
     FIG. 14 depicts as a second embodiment of the present invention an alternative site location for terminal  10  in a navigable waterway  12  such as a bay or harbor, completely surrounded by water, with truck and rail access to the terminal from land  32  via the rail and truck causeway  15  on supports  21 . 
     FIG. 15 depicts as a third embodiment of the present invention another alternative means of connecting terminal  10  to land  32  by employing a rail and truck tunnel  17  to the terminal to container chutes  19  where container transport vehicles (not shown) can load and unload cargo containers. 
     Referring now back to FIG. 1A in particular, terminal  10  is essentially composed of quays  22  and docks  200  to the front and at least one storage and transfer area  40  to the rear, all under one roof  42 . The structure of terminal  10 , as depicted in FIG. 1A, comprises a planar roof  42  (which, of course, may be pitched), planar right sidewall  46 , planar left sidewall  48 , planar rear sidewall  50 , and an open front generally designated  52 , with quays  22  forming an exemplary number of three docks  200 . Each dock  200  is preferably formed by quays  22  interconnected to form three sides, as best shown in FIG. 3, which quays typically are man-made structures. However, as one reasonably skilled in the art will realize, one or more of quays  22  may be formed on one or more sides from naturally-occurring formations, if the particular site chosen for terminal  10  includes the appropriate naturally-occurring formations. 
     Optionally, terminal  10  may include corner lights  44  mounted on roof  42 . It should be noted that the terminal structure shown in FIG. 1A is exemplary of one of several possible forms, including the type and shape of the roof and sidewalls, the number of docks included therein, and the optional use of encapsulated dredge material for terminal construction. When functioning as a graving dock, caisson doors  24  of dock  200  (shown in FIG. 3) can be closed and sealed, and dock  200  then dewatered. When dewatered, ship  20  will be supported above dock floor  25  by the use of support blocks, generally designated  47  (shown in FIG.  2 ), such that repairs, inspections and maintenance can be conducted on the underwater hull of ship  20 . 
     Caisson doors  24  also allow dock  200  to function as a lock, whereby caisson doors  24  are closed and sealed, and water pumped into the dock  200  to raise ship  20  relative to overhead transverse beam assemblies  28 . The raising of ship  20  relative to overhead transverse beam assemblies  28  serves to minimize the transfer distance, and thus the transfer time between container transport vehicles  26  on overhead transverse beam assemblies  28  and containers  18  on ship  20 . A central computer system in control station  16  controls, inter alia, the transfer of water into and out of dock  200  to optimize cargo movements between container transport vehicles  26  on overhead transverse beam assemblies  28  and ship  20 . 
     FIG. 2 is a fragmentary sectional view of the ship berthing area comprising quays  22  and docks  200  of terminal  10 , and illustrates the excavation required to form quays  22  by dredging. Optionally, the material removed during dredging can be utilized to form berms  54 , which are contained by concrete walls or casings  56 , although, as one reasonably skilled in the art will realize, other types of fill may be used to form berms  54 , and other construction techniques may be used to form quays  22 . Service portal areas  60  are located in each berm  54  of each quay  22  with longitudinal access tunnels  62  serving each service portal area  60  (as best shown in FIG.  5 ). 
     Overhead transverse beam assemblies  28  of automated overhead beam and elevated ground rail transfer system  14  are shown extending between right sidewall  46  and left sidewall  48 . Overhead transverse beam assemblies  28  travel on rollers  58  (see FIG. 4A) on longitudinal rail assemblies  30  extending from open front  52  to the rear of dock area  200 . It should be noted that several transverse beam assemblies  28  are shown incidentally aligned in FIG. 1A, but that the exact longitudinal position of each assembly  28  over dock area  200  can be controlled by the central computer system which causes the assemblies  28  to traverse along longitudinal rail assemblies  30  on their individual motorized rollers  58 . One container transport vehicle  26  is shown at the right in overhead suspension over a stack  64  of containers  18 . Another container transport vehicle  26  with container  18  is shown at the left atop one quay  22  on elevated ground conveyance rails  72  (not shown in FIG. 2) for transport longitudinally within terminal  10 . 
     Interquay transfer beams  130  (see FIGS. 1A and 1B) are used to convey container transport vehicles  26  between elevated ground conveyance rails  72  (see FIG. 4A) within terminal  10 . Similar in form and function to transverse overhead beams  28 , the interquay transfer beams  130  differ only in that optionally they are in a fixed position and span substantially the entire width of terminal  10 . The interquay transfer beams  130  must allow container transport vehicles  26  to pass through, above or below longitudinal rail assemblies  30  (as shown in additional detail in FIG.  1 B). Thus, a container transport vehicle  26  located on any given elevated ground rail  72  on any quay  22  can transfer to another elevated ground rail  72  on another quay  22  by engaging an interquay transfer beam  130  traversing along a width of terminal  10 , and transferring to the desired elevated ground rail  72  destination. Interquay transfer beams  130  may also facilitate ship-to-ship transfer, when shifting containers from a first ship in a first dock to a second ship in a second dock. As illustrated in FIG. 1B, preferably the interquay transfer beam  130  is supported from the top by the longitudinal rail assembly  30  to facilitate passage thereby of the container transport vehicles  26 . 
     For details on the intersection of overhead transverse beam assemblies  28  and elevated longitudinal rail assemblies  30 , see FIGS. 4A and 4B; for details on the intersection of the elevated longitudinal rail assemblies  30  and interquay transfer beams  130 , see FIG.  1 B. 
     The central computer system may create and continuously update a viable loading plan for each ship  20  based upon its trim and stability characteristics as well as the cargo, ballast and fuel conditions thereof. The central computer system is capable of continuously adjusting the loading plan in accordance with input data regarding the timeliness of cargo not yet arrived in terminal  10 , and accurately monitors the locations of all incoming and outgoing containers  18  in terminal  10 . The central computer system may also program and control the movements of all container transport vehicles  26  and overhead transverse beam assemblies  28 , and maintains an optimum water level in dock  200  to maintain a predetermined distance between the highest container  18  and overhead transverse beam assemblies  28 . 
     FIG. 3 is a schematic top plan view of terminal  10  depicting storage and transfer area  40 , docks  200  and quays  22 . Each dock  200  preferably has a pair of caisson doors  24  operative to close completely for drydock ship repair work after pumping out the enclosed water from dock  200 . Each dock  200  can also function as a lock, as mentioned above, wherein water is pumped into the enclosed area of dock  200  to raise the level of ship  20  and decrease transfer distances between overhead transverse beam assemblies  28  and ships  20 . Storage and transfer area  40  has an exemplary number of three areas  66  for container storage. Storage and transfer area  40  is accessed by flatbed trucks  112  and rail flatcars  110  (see FIG. 6) on roads  68  and tracks  70  entering through entrance  36  and leaving through exit  38 . The switching operations for the train system may also be automatically controlled by the central computer system (not shown). 
     In FIG. 4A, three container transport vehicles  26  are depicted with right container transport vehicle  26  in the process of uplifting an attached container  18  from a ship (not shown). Middle container transport vehicle  26  with container  18  is in the process of transitioning between overhead transverse beam assembly  28  and elevated ground conveyance rails  72  of quay  22 , and is resting on ground wheels  92 . The left container transport vehicle  26  with container  18  has been disconnected, as shown by the separation between carriage frame  114  of container transport vehicle  26  and overhead transverse beam assembly  28 , and lowered from overhead transverse beam assembly  28 , and is resting on elevated ground conveyance rails  72 , ready to be transported to storage and transfer area  40  or to another ship  20 . When container transport vehicle  26  is connected to overhead transverse beam assembly  28  by retractable wheel carriage  80 , stop elements  74  located proximate to each end of each transverse beam assembly  28  prevent it from traveling beyond such stop elements  74 . Container transport vehicles  26 , running on electricity, are remotely controlled by the central computer system to lower spreader  83  from container transport vehicle frame  78  by cables  82  from hoist  126  (shown in FIG. 9B) for attachment to and hoisting a container  18 . 
     In FIG. 4A, roof support truss structure  86  is supported by post  88  and buttress  90  on roof support base structure  76 . A pair of elevated rails  59  of longitudinal rail assembly  30  on roof support base structure  76  are located on opposite sides of post  88  for travel of overhead transverse beams  28  on motorized rollers  58  along longitudinal rail assembly  30  for alignment in positioning container transport vehicles  26  over containers  18  on a ship (not shown). 
     FIG. 4B is a top plan view of overhead transverse beam assemblies  28  which are movable by computer control on longitudinal elevated rail assemblies  30  for alignment in loading and unloading of containers  18  from ships  20 . Elevated ground conveyance rails  72  conduct movement of container transport vehicles  26  on ground wheels  92  to storage and transfer area  40 . Stops  74  are shown for limiting the traversal of container transport vehicles  26  on overhead transverse beam assemblies  28 . Retractable wheel carriages  80  are positioned on top of each container transport vehicle  26  in a folded position, and can automatically swivel up and rotate to contact drive wheels  122  to wheel flanges  116  and ride on overhead transverse beam assembly  28 . 
     FIG. 5 shows a diagrammatic sectional view of service portal area  60  which is designed to service ship  20  with conventional shore service connections  94  such as electric power (shore power), sewage discharge, compressed air, telephone, water, fuel, and the like. Retractable service harness boom  96  with support brackets  98  for service connections  94  projects from service portal area  60  to ship  20 . The flexible service connections  94  are encased in metal conduits  100  inside service portal area  60 , and conduits  100  are flexible at hinge  95  of harness boom  96 . Conduits  100  are accessed for maintenance by platforms  102  with stairs  104 . A retractable gangway  106  provides pedestrian access to ship  20 . A longitudinal access tunnel  62  is provided for electric utility carts  108  for use by the terminal personnel. 
     FIG. 6 is a schematic sectional view of a front portion of container storage area  66  and rear portions of quay  22  and dock  200 . FIG. 6 illustrates how truck access lane  68  is elevated above train access track  70  to avoid interference between truck and railway traffic, and to facilitate double stacking of containers  18  on flatbed railcar or flatcar  110  below that of flatbed truck  112  as shown in FIG.  7 . Posts  88  of steel support one of a plurality of longitudinal rails  30 , which in turn supports overhead transverse beams  28 . Fuel storage tanks  184  are shown located in a compartment between dock  200  and container storage area  66 . The central computer system is capable of facilitating rolling transfers of containers  18  between container transport vehicles  26  and trucks  112  or flatcars  110 . This feature eliminates the need for either vehicle to come to a complete stop before commencing the transfer of one or more containers  18 , therefore saving valuable time in the transfer process. 
     In FIG. 7, a cross-section through the three storage areas  66  is illustrated to show elevated truck road  68  and train track  70  with respective flatbed trucks  112  and flatcars  110 . On the right, container transport vehicle  26 , which is attached to overhead transverse beam assembly  28 , is shown lifting container  18  from stack  64 . 
     In FIG. 8, container transport vehicle  260  is shown loading a container  300  onto a flatcar  110  using four cables  82  (2 cables hidden) passing through an open space between elevated ground conveyance rails  72  on which container transport vehicle  260  is traveling. Cables  82 , which are attached to spreader  83 , are lowered from container transport vehicle frame  78 . Spreader  83  attaches to container  300  in four conventionally available holes located in the corners of container  18 . Spreader  83  can adjust to the length of different size containers  18  (e.g., 20 feet, 40 feet or 45 feet long). Second container transport vehicle  270  has another container  302  ready to load on a flatbed truck (not shown). Truck  112  underneath has already been loaded with container  304 . 
     The mechanisms of overhead transverse beam assembly  28  and of container transport vehicle  26  are illustrated in FIGS. 9A,  9 B and  9 C. FIG. 9A shows a top plan view of container transport vehicle  26  attached to overhead transverse beam assembly  28 . Beam assembly  28  consists of a box beam with wheel flanges  116  and an electric power (3-phase) rail  120  underneath for energizing container transport vehicle  26 . Preferably, four drive wheels  122  in sets of two are driven by two motors  124  through a transmission located in wheel carriage  80 . Alternatively, it is possible to provide a drive on overhead beam  28 , through an electric linear motor system (not shown) in lieu of electric rotating motors  124 . 
     As shown in FIG. 9B, each side of container transport vehicle frame  78  has an electric wire rope hoist assembly  126 . Hoist  126  in turn raises and lowers wire rope cables  82  (not shown in FIG. 9B, see FIG. 4A) which are attached to spreader frame  83 , which in turn is lowered on top of container  18 . Spreader frame  83  has rotatable locking pins (not shown), which enter containers  18  at sockets (not shown) located in each of the four corners thereof, and rotate to lock in. Once spreader  83  is locked onto container  18 , hoist  126  is engaged to raise spreader  83  attached to container  18  until container  18  is fully drawn up into container transport vehicle  26 . Lowering of container  18  and disengagement of container  18  from spreader  83  follows the reverse procedure from that described hereinabove. FIG. 9B also shows retractable wheel carriage  80  with its drive wheels  122  positioned on wheel flanges  116  by operation of a pair of actuators (such as hydraulic rams  140 ) which raise and lower retractable wheel carriages  80  on command from the central computer system (not shown). Rams  140  are attached to carriage frame  114  of container transport vehicle  26 . 
     The detachment of container transport vehicle  26  from overhead transverse beam assembly  28  begins with the extension of an hydraulic, pneumatic or electrical actuator (such as jack-up rams  138  shown in FIG. 9C) to permit the ground wheels  92  of container transport vehicle  26  to rest on elevated ground conveyance rails  72 . Rams  138  continue to extend until carriage frame  114  rises slightly to cause overhead drive wheels  122  to lift up off of wheel flanges  116  of overhead transverse beam assembly  28 . Then rams  140  (FIG. 9B) attached to retractable wheel carriage  80  extend and rotate retractable wheel carriage  80  to a horizontal position which rotates wheels  122  away from overhead transverse beam assembly  28 . Rams  138  and  140  may operate from an electrically driven hydraulic power unit (not shown) located within the frame of container transport vehicle  26 . With wheel carriages  80  and the drive wheels  122  now clear of overhead transverse beam assembly  28 , and with container transport vehicle  26  in contact with elevated ground conveyance rails  72 , jack-up rams  138  are lowered, lowering carriage frame  114 . The electrical contact between container transport vehicle  26  and overhead transverse beam assembly  28  is now severed. Thus, container transport vehicle  26  with container  18  can now traverse terminal  10  on elevated ground conveyance rails  72 . Preferably, a ground rail 3-phase electric power rail (not shown) contacts container transport vehicle  26  to energize the individual electric motors (not shown) within each leg  142  to propel ground wheels  92 . Alternately, it is possible to provide drive on elevated ground conveyance rails  72  through an electric linear motor system (not shown) in lieu of electric rotating motors. 
     The Mooring Assemblies 
     FIG. 10A shows a bow mooring assembly (bow fender) generally designated  144 , and FIGS. 10B-10D show a hull side mooring assembly (side fender) generally designated  162 , which assemblies  144 ,  162  can be used to position ships  20  moored in docks  200 . FIG. 10A depicts bow fender  144  in top plan view positioned on horizontal rail  152  (for transverse movement) between a pair of mechanical stops  154 . Four hydraulic dampers  156  support H-shaped steel frame  158  with elastomeric bumpers  160  for accommodating the various rounded or sharp bows of ships  20  (shown in phantom). Bow fender  144  serves to position bow  150  of ship  20  transversely in dock  200 , as seen in FIG. 11, for centering a large ship  196  or two small ships  198 . Bow fender  144  is capable of effectively absorbing the energy imparted to it by a slow moving ship  20  during docking or while docked. 
     FIGS. 10B,  10 C and  10 D illustrate locking side fender device  162  which positions ships  20  moored in docks  200 . Locking fender device  162  can conform to virtually any contour of the side of ship  20  or docking module  199  (see FIG.  11 ). In FIG. 10B, rectangular fender element  164  with elastomeric pads  194  is supported by fender carriage  168  that travels horizontally on two pairs of wheels  163  in horizontal track  165  within the sidewall of quay  22 . Extender arm  170  with groove  172  on its upper surface is pivotally hinged between fender element  164  and fender carriage  168 . An extender ram  174  with one end pivoting from the fender carriage  168  and its opposite end having pin  176  riding in groove  172  of extender arm  170 , is motivated by hydraulic power unit  178  housed in fender carriage  168  to automatically adapt with appropriate damping to the inclination of the surface of moored ship  20  or the outboard side of docking module  199  (FIG.  11 ). Third adjustment arm  180  is preferably positioned parallel to extender arm  170  and pivotally hinged between fender element  164  and fender carriage  168 . 
     Provision is made for locking fender device  162  to the hull of ship  20  via slotted rectangular mooring fitting  43  which is integral to the hull of ship  20  or docking module  199  (FIG.  11 ). Fender device  162  engages mooring fitting  43  in such a way as to restrain horizontal movement of ship  20  within dock  200 , yet permit vertical movement of ship  20  with changes in the draft and water level within the dock  200 . This method of horizontal restraint facilitates the necessary alignment between container transport vehicles  26  on the overhead transverse beams  28  and containers  18  on ship  20 . Vertical keyway  41  along the longitudinal axis of mooring fitting  43  permits the operation of a locking key element  39  on the end of key shaft  37 , which element  39  is preferably oblong-shaped and is rotatable in either direction by electric rotary actuator  35 . Locking key element  39  is integrated and centered in fixed rectangular fender element  164 . 
     FIG. 10C is a front elevational view of electric rotary actuator  35 , key shaft  37  and key element  39  in a locked position in mooring fitting  43  affixed to a side of ship  20  or docking module  199  (FIG.  11 ). 
     FIG. 10D is a top plan view of key element  39  shown rotated to an open position by rotating electric rotary actuator  35 , enabling the release of fender element  164  from mooring fitting  43 . 
     FIG. 11 illustrates the versatility of bow fender assemblies  144  and side fender devices  162  in mooring different sized ships  20  in docks  200 . A single large ship  196  is moored in left dock  200  with horizontal adjustment of fender devices  162 . Two smaller ships  198  are berthed together in right dock  200  with appropriate positioning of fender devices  162 . FIG. 11 also illustrates docking modules  199  that may be used to maneuver ship  196  into and out of dock  200 . 
     FIGS. 12A,  12 B,  12 C, and  12 D illustrate the sequence of events required for docking ship  20 . In FIG. 12A, four docking modules  199 , which are small, motorized and remotely controlled vehicles, are dispatched to incoming ship  20 . A guidance system controlled by the central system of terminal  10  sends commands to each docking module  199  to control the magnitude and the direction of thrust of each docking module  199  to guide modules  199  toward ship  20 . 
     In FIG. 12B, modules  199  are secured to the hull of ship  20  in a manner similar to that utilized by fender devices  162  and steer ship  20  into dock  200 . 
     In FIG. 12C, as ship  20  enters dock  200 , the two forward side fender devices  162  extend under the control of the central computer system to engage the outboard side of each of the two forward docking modules  199 , thus establishing the line of the entrance of ship  20  into dock  200 . The two forward fender devices  162  in turn ride in horizontal tracks  165  in the quay wall, thus permitting ship  20  to enter dock  200  without the danger of contacting the sidewalls of quay  22 . Then the two rear fender devices  162  extend, also under the control of the central computer system, to engage the outboard side of each of the two rear docking modules  199 , thus stabilizing the ship  20 . 
     Once ship  20  reaches its final position in dock  200  as shown in FIG. 12D, the docking modules  199  are deactivated, but remain in place and cooperate with fender devices  162  to keep ship  20  moored in dock  200 . 
     Provision is made for manual control of docking modules  199  from the bridge (control room) of incoming ship  20 , via a special control connection made between docking module  199  and ship  20  when docking module  199  attaches to the hull of ship  20 . Each docking module  199  can also be manually controlled from a local control station abroad docking module  199  itself. During operation of dock  200  as a graving dock, optionally docking modules  199  can be removed from their position between fender devices  162  and ship  20 , and ship  20  then moored directly with fender devices  162 . In this scenario, docking modules  199  are reattached to ship  20  once ship  20  is refloated. Use of docking modules  199  is unique in that they preclude the need for conventional tugboats, and in some instances also serve as a part of the mooring/fender apparatus. 
     Smaller, more maneuverable, ships entering and leaving dock  200  may not require the use of docking modules  199 , and thus these ships can be moored exclusively with fender devices  162 , as seen in the right dock  200  in FIG.  11 . 
     Rapid Fueling System 
     FIG. 13 is a diagram of a high flow rate fueling system  45  designed to rapidly fuel (or bunker) ships utilizing terminal  10  of the present invention. Fueling system  45  precludes the need for outside fueling barges to be brought into terminal  10  to refuel ships  20 . Fuel  183  from a land based source is supplied through pipe  33  to storage tanks  184  located within quays  22  of terminal  10  of the present invention. Fuel  183  is pumped from storage tanks  184  with vent pipe  13 , to ship  20  through pipes  1  and  2  via the filtration unit  186  and a pumping unit  185 , respectively, to remove any impurities in fuel  183 . Fuel  183  is pumped through pipe  3  to fueling station  187  of ship  20 , where fuel  183  is routed to pipe  4  connected to fuel storage tank  191  of ship  20 . In order to maximize the pumping rate, vapor evacuation unit  192  is used to draw the fuel vapor and air composition from the top of fuel storage tank  191 , and to maintain atmospheric pressure in tank  191  as fuel  183  is pumped in. Excessive vapors are recycled to storage tanks  184  by pipe  31 . By maintaining atmospheric pressure in tank  191  through pipes  5  and  6  as it fills with the tank vent  27  closed, excessive structural damaging pressures are prevented in the tank. Quick connection  29  is conveniently provided in pipe  6 . Elimination of back pressures permits higher pumping rates than used conventionally, and therefore results advantageously in less time to fill the tanks  191  of ship  20  with fuel. The pumping rate is dependent on the capacity of pumping unit  185  and not the structural integrity of tank  191  or its ability to withstand the higher back pressures associated with high pumping rates. The pumping rate is controlled via combined feedback of pressure sensor  193  by electrical line  7  and tank level indicator  195  by electrical line  8 . Both of these devices provide signals to pumping control unit  197 , which is programmed to set and adjust the speeds of pumping unit  185  by electrical line  9  and vapor evacuation unit  192  by electrical line  11  to maximize the rate at which fuel is safely pumped aboard ship  20 . Tank level indicator  195  signals pumping control unit  197  with respect to the actual level of fuel in tank  191 . Pressure sensor  193  provides pumping control unit  197  with the actual pressure in tank  191 . Pumping control unit  197  in turn adjusts the speed of vapor evacuation unit  192  to maintain tank  191  at atmospheric pressure. As long as atmospheric pressure is maintained, pumping control unit  197  signals pumping unit  185  to pump at a maximum rate. 
     To summarize, container transfer terminal  10 , with an integrated and automated central computerized system incorporating container transport vehicles  26  traveling on overhead transverse beam assemblies  28  and elevated ground conveyance rails  72 , has been disclosed for the loading and unloading of cargo containers  18  from container ships  20  with a minimum of time and effort. Containers  18  can subsequently be temporarily stored in the rear portion of terminal  10  or immediately loaded onto either train flatcars  110 , flatbed trucks  112 , or another ship  20  utilizing container transport vehicles  26  and resulting in maximum efficiency, and minimizing storage and loading time. It should be noted that this system can be applied to transferring cargo directly from one ship to another. Terminal  10  can be constructed in or adjacent to any waterway  12  and can handle year-round operation. 
     Now that the preferred embodiments of the present invention have been shown and described in detail, various modifications and improvements thereon will become readily apparent to those skilled in the art. Accordingly, the spirit and scope of the present invention is to be construed broadly and limited only by the appended claims, and not by the foregoing specification.

Summary:
A terminal and system for the automatic computerized unloading of containerized cargo from container ships to trucks, railroad cars, other ships or storage. The terminal system is equipped to store or transfer unloaded cargo automatically by using independent container transfer vehicles. The cargo ships are moored between quays of a terminal building constructed in or adjacent to a waterway. Independent container transfer vehicles on an overhead transverse beam system lift a container up and away from a ship and transfer it to the elevated ground rail system without changing the container orientation, and then shuttle on elevated ground conveyance rails to other areas of the terminal to distribute the container to the pertinent transportation system or to storage.