A transfer device and method of installing the same

Abstract

The application relates to the technical field of ship device, and discloses a transfer device and a mounting method thereof. The transfer device comprises a transfer body and a passing assembly. One end of the transfer body is connected with a first connecting part, the first connecting part is arranged in a transfer area of a wharf, the transfer body is abutted with the wharf through the first connecting part, the other end of the transfer body is connected with a second connecting part, the second connecting part is located at one end of a semi-submersible ship close to the wharf, and the transfer body is hinged with the semi-submersible ship through the second connecting part. The passing assembly is arranged on the top of the transfer body. The passing assembly comprises a steel rail piece and multiple limiting units. The steel rail piece is arranged on the top end of the transfer body. The multiple limiting units are arranged on the top end of the transfer body along the length direction of the transfer body. Each limiting unit comprises two clamping pieces. The two clamping pieces are symmetrically arranged on both ends of the steel rail piece. One end of each clamping piece is connected with the transfer body, and the other end is abutted with the steel rail piece.

Description

Technical Field

[0001] This invention relates to the field of ship equipment technology, and in particular to a transshipment device and its installation method. Background Technology

[0002] Ship transshipment refers to the loading and unloading operations in port operations, which involve transporting goods from ships to docks and vice versa. Ship transshipment is an important part of water transport and is of great significance for improving port throughput capacity, alleviating port congestion, reducing transportation costs, and speeding up delivery. Ship transshipment operations require the installation of transshipment devices between semi-submersible vessels and docks.

[0003] Currently, existing transshipment devices typically use steel rails or materials of equivalent strength, which are machined and then welded onto the transshipment body. When steel rails are connected to the transshipment body by welding, the requirements for machining equipment and welding technology are very high because steel rails are a high-strength and high-wear-resistant material. This results in high welding costs for steel rails, and the weld seams are prone to cracking during the welding process, leading to material waste and repeated rework, which increases the manufacturing cost of the transshipment device. Summary of the Invention

[0004] The technical problem to be solved by the present invention is that in the prior art, the rails and the transshipment body are fixed by welding, which results in high welding costs and poor welding quality of the rails, thus increasing the cost of using the transshipment device.

[0005] To address the aforementioned technical problems, this invention provides a transshipment device and its installation method, comprising a transshipment body, one end of which is connected to a first connecting portion located within the transshipment area of ​​a wharf, the transshipment body abutting against the wharf via the first connecting portion, and the other end of which is connected to a second connecting portion located at the end of a semi-submersible vessel near the wharf, the transshipment body being hinged to the semi-submersible vessel via the second connecting portion; and a passage component disposed on the top of the transshipment body, comprising rail components and multiple limiting units, the rail components being disposed at the top of the transshipment body, and the multiple limiting units being spaced apart along the length direction of the transshipment body at the top of the transshipment body, each limiting unit comprising: Two locking components are symmetrically arranged at both ends of the rail component. One end of each locking component is connected to the transshipment body, and the other end abuts against the rail component. When the first connecting part abuts against the transshipment area of ​​the dock, the passage component is parallel to the dock's track, and the passage component and the dock's track form a passage surface for vehicle passage. The rail component includes a top plate, a bottom plate, and a support part. The top plate is located at the top of the support part, the bottom plate is located at the bottom of the support part, the passage surface is located at the top of the top plate, and the locking components are located at the top of the bottom plate to restrict the vertical movement of the bottom plate. Both ends of the support part are recessed towards the normal direction of the transshipment body to form clearance grooves for accommodating the locking components, and one end of the locking component is inserted into the clearance groove.

[0006] In one embodiment, each locking component has a fixing groove for fixing the base plate at the bottom of the end facing the rail component, and a first contact surface is provided in the fixing groove. The top two ends of the base plate are respectively provided with second contact surfaces that cooperate with the first contact surface. The rail component is fixed when the first contact surfaces on both locking components abut against the second contact surfaces on the same base plate.

[0007] In one embodiment, the first contact surface and the second contact surface are connected by a curved surface.

[0008] In one embodiment, the distance between two adjacent limiting units is 200mm-250mm.

[0009] In one embodiment, the first connecting part includes a steel plate, the top end of which is welded to the transshipment body, the bottom end of which abuts against the dock, and the bottom end of which is convex arc-shaped.

[0010] In one embodiment, the second connecting part has a threaded hole, and a limit bolt is provided in the threaded hole. The limit bolt is used to adjust the tilt of the transshipment body.

[0011] In one embodiment, a first buffer pad is provided at the bottom of the pier near the end of the semi-submersible vessel, and a second buffer pad is provided at the bottom of the semi-submersible vessel near the pier. During the transshipment operation of the semi-submersible vessel, the first buffer pad and the second buffer pad abut against each other.

[0012] Based on the above-mentioned transshipment device, the present invention also provides an installation method for the transshipment device, comprising the following steps:

[0013] Step S1: Place the rail component on top of the transshipment body and align the centerline of the rail component with the centerline of the transshipment body;

[0014] Step S2: After the rail component is placed in the preset position, install the clamping components on both ends of the rail component respectively;

[0015] Step S3: After the card code is placed in the preset position, weld one end of the card code to the transshipment body and the other end to the rail component.

[0016] Step S4: After the semi-submersible vessel approaches the dock, place the transfer body between the dock and the semi-submersible vessel, abut the first connecting part of the transfer body with the transfer area of ​​the dock, and hinge the second connecting part of the transfer body to the semi-submersible vessel.

[0017] Step S5: Adjust the tilt of the transshipment body through the second connecting part;

[0018] Step S6: After the tilt of the transshipment body reaches the preset angle, the passageway is opened to traffic.

[0019] Compared with the prior art, the transshipment device and its installation method according to embodiments of the present invention have the following advantages:

[0020] In this embodiment of the invention, 1) the transshipment body enables transshipment between the semi-submersible vessel and the dock. A first connecting part is located at one end of the transshipment body, used to tightly abut against the transshipment area of ​​the dock, ensuring the transshipment device is stable and does not shake. A second connecting part is located at the other end of the transshipment body, connected to the semi-submersible vessel via a hinged connection. This connection method allows the transshipment body to flexibly adjust according to the rise and fall and movement of the semi-submersible vessel, maintaining connection stability and safety; 2) the passage component, after the first connecting part is firmly abutted against the dock, adjusts the second connecting part to keep the rails parallel to the dock's tracks, forming a continuous and flat passage surface. This ensures that vehicles can smoothly and safely transition from the dock to the semi-submersible vessel. Simultaneously, no welding is required between the rails and the transshipment body; only welding of the clamping components is needed to fix the rails to the transshipment body, thus meeting the transshipment body's usage requirements. Welding the clamping components, with their smaller welding area, to the transshipment body is easier, less costly, and easier to guarantee welding quality. This invention solves the problems of high welding costs and poor welding quality in the prior art, which uses welding to fix the rails and transshipment fixtures. It effectively reduces the cost of using transshipment fixtures. Attached Figure Description

[0021] Figure 1This is a front view of the transshipment device in use according to an embodiment of the present invention.

[0022] Figure 2 This is an enlarged view of the passage component in an embodiment of the present invention.

[0023] Figure 3 This is a front view of the transshipment device according to an embodiment of the present invention.

[0024] Figure 4 This is a top view of the transshipment device according to an embodiment of the present invention.

[0025] Figure 5 This is a side view of the transshipment device according to an embodiment of the present invention.

[0026] In the figure, 1 is the transshipment body; 11 is the first connecting part; 12 is the second connecting part; 2 is the passage component; 21 is the rail component; 211 is the top plate; 212 is the support part; 2121 is the clearance groove; 213 is the bottom plate; 22 is the limiting unit; 221 is the locking component; 2211 is the fixing groove; 23 is the passage surface; 3 is the dock; 31 is the first buffer pad; 4 is the semi-submersible vessel; 41 is the second buffer pad. Detailed Implementation

[0027] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0028] In the description of this invention, it should be understood that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on or indirectly on that other element. When an element is referred to as being "connected to" another element, it can be directly connected to or indirectly connected to that other element. The terms "mounted," "connected," and "attached" should be interpreted broadly, for example, referring to a fixed connection, a detachable connection, or an integral connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or a connection within two elements or an interaction between two elements. Those skilled in the art will understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0029] In the description of this invention, it should be understood that the terms "height," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," and "outer" used in this invention to indicate orientation or positional relationships are based on the orientation or positional relationships shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0030] In the description of this invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0031] like Figures 1 to 5 As shown, a preferred embodiment of the present invention provides a transshipment device, which includes a transshipment body 1. One end of the transshipment body 1 is connected to a first connecting part 11, and the first connecting part 11 is arranged in the transshipment area of ​​the dock 3. The transshipment body 1 abuts against the dock 3 through the first connecting part 11. The other end of the transshipment body 1 is connected to a second connecting part 12, and the second connecting part 12 is located at the end of the semi-submersible vessel 4 near the dock 3. The transshipment body 1 is hinged to the semi-submersible vessel 4 through the second connecting part 12. A passage component 2 is disposed on the top of the transshipment body 1. The passage component 2 includes a rail component 21 and a plurality of limiting units 22. The rail component 21 is disposed on the top of the transshipment body 1, and the plurality of limiting units 22 are spaced apart along the length direction of the transshipment body 1 on the top of the transshipment body 1. Each limiting unit 22 includes two locking components 221, which are symmetrically arranged at both ends of the rail component 21. One end of each locking component 221 is connected to the transshipment body 1, and the other end abuts against the rail component 21. When the first connecting part 11 abuts against the transshipment area of ​​the dock 3, the passage component 2 is parallel to the track of the dock 3, and the passage component 2 and the track of the dock 3 form a passage surface 23 for vehicle passage. The rail component 21 includes a top plate 211, a bottom plate 213, and a support part 212. The top plate 211 is located at the top of the support part 212, the bottom plate 213 is located at the bottom of the support part 212, the passage surface 23 is located at the top of the top plate 211, and the locking component 221 is located at the top of the bottom plate 213 to restrict the movement of the bottom plate 213 in the vertical direction. The top plate 211 is located at the top of the rail component 21 and is the part that the vehicle directly travels and contacts; the two ends of the support part 212 are recessed in the direction of the normal of the transshipment body 1 to form a relief groove 2121 for accommodating the locking component 221, and one end of the locking component 221 is inserted into the relief groove 2121.

[0032] Based on the above technical features, the present invention realizes the transshipment operation between the semi-submersible vessel 4 and the dock 3 through the setting of the transshipment body 1. The transshipment body 1 includes a first connecting part 11 and a second connecting part 12. The first connecting part 11 is located at one end of the transshipment body 1 and is used to closely abut against the transshipment area of ​​the dock 3 to ensure that the transshipment device is stable and does not shake. The second connecting part 12 is located at the other end of the transshipment body 1 and is connected to the semi-submersible vessel 4 in a hinged manner. This connection method allows the transshipment body 1 to be flexibly adjusted according to the rise and fall and movement of the semi-submersible vessel 4 to maintain the stability and safety of the connection. Through the setting of the passage component 2, after the first connecting part 11 is firmly abutted against the dock 3, the second connecting part 12 is adjusted so that the rail component 21 is parallel to the road rail of the dock 3, forming a continuous and flat passage surface 23, which ensures that vehicles can smoothly and safely transition from the dock 3 to the semi-submersible vessel 4. Meanwhile, no welding is required between the rail component 21 and the transshipment body 1. The rail component 21 can be fixed to the transshipment body 1 simply by welding the clamp component 221, which meets the usage requirements of the transshipment body 1. Welding the clamp component 221 with a small welding area to the transshipment body 1 is easy, the welding cost is lower, and the welding quality is easy to ensure.

[0033] Furthermore, the top plate 211, located at the top of the rail component 21, is the part that the vehicle directly travels and contacts. Its surface is usually specially treated to improve the safety and stability of vehicle operation. The bottom plate 213 is located at the bottom of the support portion 212, serving as the basic support portion 212 for the rail component 21. It not only needs to bear the weight and pressure from the top plate 211, but also needs to cooperate with the locking element 221 of the limiting unit 22 to restrict the vertical movement of the rail component 21. The support portion 212, located between the top plate 211 and the bottom plate 213, is the key part connecting the two. It is responsible for evenly transferring the weight and pressure of the top plate 211 to the bottom plate 213, ensuring the stability and strength of the entire rail component 21. The rail component 21, through the coordinated action of the top plate 211, the bottom plate 213, and the support part 212, and the stable support of the locking component 221, together constitutes the key part of the passage assembly 2 for vehicle passage. The clearance groove 2121 is designed to precisely accommodate and fix one end of the locking component 221. This allows the locking component 221 to connect more securely to the rail component 21, and the presence of the clearance groove 2121 also helps improve the overall stability of the rail component 21. When the locking component 221 is inserted into the clearance groove 2121 and tightly fitted with the bottom plate 213, they together form a stable support structure, effectively preventing the rail component 21 from swaying or tilting during vehicle passage.

[0034] As some embodiments of the present invention, such as Figure 2As shown, each locking piece 221 has a fixing groove 2211 at its bottom facing the rail piece 21 for fixing the base plate 213. A first contact surface is provided within the fixing groove 2211, and second contact surfaces that mate with the first contact surface are provided at both ends of the top of the base plate 213. When the first contact surfaces on both locking pieces 221 are in contact with the second contact surfaces on the same base plate 213, the rail piece 21 is fixed. The fixing groove 2211 not only provides a positioning point for the base plate 213, but also forms a tight contact with the second contact surface of the base plate 213 through its internal first contact surface. The fixing groove 2211 ensures that the base plate 213 can be accurately installed on the rail piece 21 and withstand the weight and vibration from the vehicle. Simultaneously, the arrangement of the first and second contact surfaces is crucial for achieving a stable connection. Their tight contact not only increases the contact area but also improves friction, thereby preventing the base plate 213 from sliding or falling off during use and effectively improving the stability of the rail piece 21.

[0035] As some embodiments of the present invention, such as Figures 1 to 2 As shown, the first contact surface and the second contact surface are connected by a curved surface. Compared with a planar connection, the curved surface connection has a larger contact area, thus providing stronger friction and enhancing the connection strength between the clip 221 and the base plate 213.

[0036] As some embodiments of the present invention, such as Figure 2 As shown, the distance between two adjacent limit units 22 is 200mm-250mm. This 200mm-250mm distance facilitates the installation and maintenance of the limit units 22. Workers can relatively easily access and inspect each limit unit 22, performing necessary repairs or replacements.

[0037] As some embodiments of the present invention, such as Figure 1 As shown, the first connecting part 11 includes a steel plate. The top end of the steel plate is welded to the transshipment body 1, and the bottom end of the steel plate abuts against the wharf 3. The bottom end of the steel plate has an outwardly convex arc shape. This outwardly convex arc shape of the bottom end of the steel plate allows the first connecting part 11 to adapt to the terrain and surface unevenness of the wharf 3. This design reduces the direct contact area between the steel plate and the wharf 3, lowering the risk of wear and damage caused by localized stress concentration in the steel plate. Simultaneously, the arc shape better disperses pressure, improving the stability and durability of the second connecting part 12.

[0038] As some embodiments of the present invention, such as Figure 1As shown, the second connecting part 12 has a threaded hole, and a limit bolt is installed in the threaded hole. The limit bolt is used to adjust the tilt of the transshipment body 1. The threaded hole serves as a fixing point, providing a stable installation position for the limit bolt. The limit bolt, by screwing into the threaded hole of the second connecting part 12, limits the transshipment body 1, preventing unnecessary movement or tilting during operation. More importantly, the limit bolt not only serves a limiting function but also has the ability to adjust the tilt of the transshipment body 1. By rotating the limit bolt, its position in the threaded hole can be finely adjusted, thereby achieving precise adjustment of the tilt of the transshipment body 1. This adjustment function is crucial to ensuring the stability and safety of the transshipment body 1 during operation.

[0039] As some embodiments of the present invention, such as Figure 1 As shown, a first buffer pad 31 is installed at the bottom of the pier 3 near the end of the semi-submersible vessel 4, and a second buffer pad 41 is installed at the bottom of the semi-submersible vessel 4 near the pier 3. During transshipment operations, the first buffer pad 31 and the second buffer pad 41 abut against each other. The installation of the first buffer pad 31 and the second buffer pad 41 effectively reduces the impact and vibration generated during transshipment operations. The first buffer pad 31 and the second buffer pad 41 help maintain the smooth operation of transshipment and improve operational efficiency. The semi-submersible vessel 4 is an expensive piece of equipment, and its maintenance and repair costs are high. The first buffer pad 31 and the second buffer pad 41 can effectively reduce damage to the semi-submersible vessel 4 caused by impact and vibration, extending the service life of the semi-submersible vessel 4.

[0040] An embodiment of the present invention provides an installation method for a transfer device, comprising the following steps:

[0041] Step S1: Place the rail component 21 on top of the transshipment body 1, aligning the centerline of the rail component 21 with the centerline of the transshipment body 1. Precise alignment and placement of the rail component 21 ensures its stability on the transshipment body 1. Aligning the center of the cross-section of the rail component 21 with the center of the web of the transshipment body 1 ensures that the load on the rail component 21 is smoothly transferred to the transshipment body 1.

[0042] Step S2: After the rail component 21 is placed in the preset position, install the locking components 221 on both ends of the rail component 21 respectively. Place the locking components 221 in the preset positions at both ends of the rail component 21. During the fixing process of the locking components 221, ensure that the locking components 221 and the rail component 21 are tightly fitted without gaps or looseness.

[0043] Step S3: After the locking component 221 is placed in the preset position, weld one end of the locking component 221 to the transshipment body 1 and abut the other end to the rail component 21. Fix one end of the locking component 221 in an appropriate position and weld it, while the other end abuts the rail component 21 to achieve precise fixation of the rail component 21 and avoid various problems that may occur during the welding of the rail component 21.

[0044] Step S4: After the semi-submersible vessel 4 approaches the dock 3, place the transfer body 1 between the dock 3 and the semi-submersible vessel 4, abut the first connecting part 11 of the transfer body 1 with the transfer area of ​​the dock 3, and hinge the second connecting part 12 of the transfer body 1 to the semi-submersible vessel 4. Use hoisting equipment to lift the transfer body 1 and slowly move it to the predetermined position between the dock 3 and the semi-submersible vessel 4. After the connection is completed, conduct a comprehensive inspection of the first connecting part 11 and the second connecting part 12 between the transfer body 1 and the dock 3 and the semi-submersible vessel 4.

[0045] Step S5: Adjust the tilt of the transshipment body 1 through the second connecting part 12; due to the unevenness between the dock 3 and the semi-submersible vessel 4, the tilt of the transshipment body 1 is adjusted through the second connecting part 12 to adapt to the actual transshipment operation requirements.

[0046] Step S6: After the tilt of the transshipment body 1 reaches the preset angle, the passage surface 23 is opened to traffic. After the tilt of the transshipment body 1 reaches the preset angle, a comprehensive safety inspection is carried out on the passage surface 23 to ensure that its structure is intact, undamaged, and free of obstacles before it is opened to traffic.

[0047] In summary, the present invention provides a transshipment device and its installation method, which, compared with the prior art, has the following advantages: 1) Transshipment body 1, which realizes the transshipment operation between the semi-submersible vessel 4 and the dock 3. The transshipment body 1 includes a first connecting part 11 and a second connecting part 12. The first connecting part 11 is located at one end of the transshipment body 1 and is used to closely abut against the transshipment area of ​​the dock 3 to ensure that the transshipment device is stable and does not shake. The second connecting part 12 is located at the other end of the transshipment body 1 and is connected to the semi-submersible vessel 4 by a hinge. This connection method allows the transshipment body 1 to be flexibly adjusted according to the rise and fall and movement of the semi-submersible vessel 4, maintaining the stability and safety of the connection; 2) Passage component 2, after the first connecting part 11 is firmly abutted against the dock 3, the second connecting part 12 is adjusted so that the rail component 21 is parallel to the road rail of the dock 3, forming a continuous and flat passage surface 23, which ensures that vehicles can smoothly and safely transition from the dock 3 to the semi-submersible vessel 4. Meanwhile, no welding is required between the rail component 21 and the transshipment body 1. The rail component 21 is fixed to the transshipment body 1 simply by welding the clamping component 221, thus meeting the usage requirements of the transshipment body 1. The clamping component 221, with its small welding area, is easy to weld to the transshipment body 1, resulting in lower welding costs and easier quality assurance. This invention solves the problem in the prior art where welding is used to fix the rail and transshipment fixture, leading to high welding costs and poor welding quality during the welding process. It effectively reduces the usage cost of the transshipment fixture.

[0048] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A transshipment device, characterized in that, The transfer device includes: The transshipment body has a first connecting part connected to one end, and the first connecting part is arranged in the transshipment area of ​​the dock. The transshipment body abuts against the dock through the first connecting part. The other end of the transshipment body is connected to a second connecting part, and the second connecting part is located at the end of the semi-submersible vessel closer to the dock. The transshipment body is hinged to the semi-submersible vessel through the second connecting part. A passage component is disposed on the top of the transshipment body. The passage component includes a rail component and multiple limiting units. The rail component is disposed on the top of the transshipment body. The multiple limiting units are spaced apart along the length direction of the transshipment body on the top of the transshipment body. Each limiting unit includes two locking components. The two locking components are symmetrically disposed at both ends of the rail component. One end of each locking component is connected to the transshipment body, and the other end abuts against the rail component. When the first connecting part comes into contact with the transshipment area of ​​the dock, the passage component is parallel to the road rail of the dock, and the passage component and the road rail of the dock form a passage surface for vehicle passage. The rail component includes a top plate, a bottom plate, and a support portion. The top plate is disposed at the top of the support portion, the bottom plate is disposed at the bottom of the support portion, the passage surface is located at the top of the top plate, and the locking component is disposed at the top of the bottom plate to restrict the movement of the bottom plate in the vertical direction. The support portion has recesses at both ends in the direction of the normal of the transshipment body to form relief grooves for accommodating the card code, and one end of the card code is inserted into the relief groove.

2. The transshipment device according to claim 1, characterized in that, Each of the locking components has a fixing groove at one end facing the rail component for fixing the base plate, and a first contact surface is provided in the fixing groove. The two ends of the top of the base plate are respectively provided with a second contact surface that mates with the first contact surface. When the first contact surfaces on both locking components abut against the second contact surfaces on the same base plate, the rail component is fixed.

3. The transshipment device according to claim 2, characterized in that, The first contact surface and the second contact surface are connected by a curved surface.

4. The transshipment device according to claim 1, characterized in that, The distance between two adjacent limiting units is 200mm-250mm.

5. The transshipment device according to claim 1, characterized in that, The first connecting part includes a steel plate, the top of which is welded to the transshipment body, the bottom of which abuts against the wharf, and the bottom of which is convex arc-shaped.

6. The transshipment device according to claim 1, characterized in that, The second connecting part has a threaded hole, and a limit bolt is provided in the threaded hole. The limit bolt is used to adjust the tilt of the transfer body.

7. The transshipment device according to claim 1, characterized in that, A first buffer pad is provided at the bottom of the pier near the end of the semi-submersible vessel, and a second buffer pad is provided at the bottom of the semi-submersible vessel near the pier. When the semi-submersible vessel is transferring goods, the first buffer pad and the second buffer pad abut against each other.

8. A method for installing the transshipment device according to any one of claims 1-7, characterized in that, Includes the following steps: Step S1: Place the rail component on top of the transshipment body and align the centerline of the rail component with the centerline of the transshipment body; Step S2: After the rail component is placed in the preset position, install the clamping components on both ends of the rail component respectively; Step S3: After the card code component is installed in the preset position, weld one end of the card code component to the transshipment body and abut the other end to the rail component. Step S4: After the semi-submersible vessel approaches the dock, place the transfer body between the dock and the semi-submersible vessel, abut the first connecting part of the transfer body with the transfer area of ​​the dock, and hinge the second connecting part of the transfer body to the semi-submersible vessel. Step S5: Adjust the tilt of the transshipment body through the second connecting part; Step S6: Once the steel rails of the transshipment body are parallel to the road rails of the dock, the passageway will be open to traffic.

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