U.S. patent application number 09/777879 was filed with the patent office on 2001-11-01 for freight container, system, and method for shipping freight.
This patent application is currently assigned to Federal Express Corporation. Invention is credited to Bullion, B. Thomas, Cummings, William G., Estes, Robert J., Poole, Jack R., Taube, Michael S..
Application Number | 20010035410 09/777879 |
Document ID | / |
Family ID | 26880024 |
Filed Date | 2001-11-01 |
United States Patent
Application |
20010035410 |
Kind Code |
A1 |
Taube, Michael S. ; et
al. |
November 1, 2001 |
Freight container, system, and method for shipping freight
Abstract
A freight transportation container can accept standard-sized
pallets and is suitable for transportation by land, sea, or air.
The size and construction of the container permits the loading and
removal of freight by a conventional fork lift truck through the
container, and allows placement of the container in standard-sized
trucks, rail cars, sea vessels, and aircraft. The freight container
also is part of a system and method for transportation whereby the
freight can be loaded, inventoried, locked, and sealed at a
customer's premise, and remain under the custody of one entity
throughout shipment of the freight to the consignee. The containers
can be linked together to assist in placing several of the
containers on the truck, trailer, or rail car, where they can
remain linked for transportation. The containers can be brought to
a customer's premise on the truck, trailer, or rail car. The
containers are then loaded. Afterwards, the containers can be taken
to holding areas, other trucks, ships, aircraft, or directly to the
ultimate destination. Transactional information regarding the
freight and destination is stored in a computer, allowing a central
system to track the freight and generate appropriate business and
customer documentation.
Inventors: |
Taube, Michael S.;
(Millington, TN) ; Estes, Robert J.;
(Collierville, TN) ; Poole, Jack R.; (Oakland,
TN) ; Bullion, B. Thomas; (Memphis, TN) ;
Cummings, William G.; (Memphis, TN) |
Correspondence
Address: |
FINNEGAN, HENDERSON, FARABOW
GARRETT & DUNNER, L.L.P
1300 I Street, N.W.
Washington
DC
20005
US
|
Assignee: |
Federal Express Corporation
|
Family ID: |
26880024 |
Appl. No.: |
09/777879 |
Filed: |
February 7, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60184322 |
Feb 23, 2000 |
|
|
|
Current U.S.
Class: |
220/1.5 |
Current CPC
Class: |
B65D 88/022 20130101;
B65D 88/129 20130101; B65D 90/0006 20130101; B65D 90/008 20130101;
B65D 88/121 20130101; B65D 88/005 20130101; B65D 90/021
20130101 |
Class at
Publication: |
220/1.5 |
International
Class: |
B65D 088/00 |
Claims
What is claimed is:
1. A modular freight container for transporting and holding freight
comprising: a base; a pair of opposed side walls, each side wall
having a length of approximately 13 feet; a pair of opposed end
walls, each end wall having an opening for the loading and removal
of freight, said openings being sufficiently large to permit the
loading and removal of freight to and from the container by a
conventional forklift; a roof; and doors to selectively close said
openings and secure the freight in the freight container.
2. The modular freight container according to claim 1, wherein said
doors are roll-up doors.
3. The modular freight container according to claim 2, further
comprising a seal for securing the freight in the container.
4. The modular freight container according to claim 1, wherein said
base is sufficiently strong to support a conventional forklift.
5. The modular freight container according to claim 1, wherein said
container includes connecting elements, each of the connecting
elements capable of cooperating with a device to temporarily join
two adjacent containers together.
6. The modular freight container according to claim 1, further
comprising a support system connected to said side walls, and a
plurality of load bearing members mounted in said support system,
wherein said load bearing members are capable of supporting the
freight.
7. A modular freight container for transporting and holding freight
comprising: a base; a pair of opposed side walls; a pair of opposed
end walls, wherein said side walls, end walls, and base defining at
their respective intersections four bottom corners, each end wall
having an opening for the loading and removal of freight, said
openings being sufficiently large to permit the loading and removal
of freight to and from the container by a conventional forklift; a
roof, wherein said side walls, end walls, and roof defining at
their respective intersections four top corners; and a plurality of
connection elements for accepting a latching device that can
securely hold two modular freight containers together.
8. The modular freight container according to claim 7, further
comprising doors to selectively close said openings and secure the
freight in the freight container.
9. The modular freight container according to claim 8, further
comprising a seal for securing the freight in the container.
10. A system for shipping freight from the premises of the shipper
to the ultimate destination, the system comprising: a plurality of
freight containers for holding the freight to be shipped, each
container including a base, a roof, a pair of opposed side walls, a
pair of opposed end walls, each end wall having an opening for the
loading and removal of freight, said openings being sufficiently
large to permit the loading and removal of freight to and from the
container by a conventional forklift, said container having a
length of approximately thirteen feet; a plurality of connection
elements associated with each container; plurality of latching
devices that cooperate with one or more connection elements to
temporarily join adjacent containers together at respective
connection elements; and at least one vehicle for transporting said
plurality of containers from the shippers premises to the ultimate
destination.
11. The system according to claim 10, wherein three containers are
joined together by said latching devices.
12. The system according to claim 11, wherein said vehicle is a
land vehicle capable of supporting the three containers.
13. The system according to claim 12, wherein said land vehicle is
capable of supporting an additional container, said additional
container being separate from the three containers.
14. The system according to claim 10, wherein said vehicle being an
aircraft capable of transporting 9 or more of said plurality of
containers.
15. The system according to claim 10, wherein the system includes a
first land vehicle and a second land vehicle, the system further
including a sea vessel, wherein said first land vehicle is capable
of transporting said plurality of containers to said sea vessel and
said second land vehicle is capable of transporting said plurality
of containers from said sea vessel to the ultimate destination.
16. The system according to claim 11, wherein said latching devices
space the adjacent, joined containers by a preselected distance
between the adjacent end walls of each container.
17. The system according to claim 11, wherein each of said latching
device has a first latching portion and a second latching portion,
said first latching portion capable of mechanically grasping one of
said connector elements associated with one of the containers, and
said second latching portion capable of mechanically grasping one
of the connector elements of the adjacent container.
18. A method of shipping freight from the customer's premises to
the ultimate the method comprising: transporting at least two
containers secured to a land vehicle to the customer's premises,
wherein at least one container is empty, each of said containers
comprising a base, a roof, a pair of opposed side walls, a pair of
opposed end walls, wherein said side walls, end walls, and base
define at their respective intersections four bottom corners,
wherein said side walls, end walls, and roof define at their
respective intersections four top corners, each of said top corners
and said bottom corners having a corner fitting mounted thereto,
each end wall having an opening for the loading and removal of
freight, said openings being sufficiently large to permit the
loading and removal of freight to and from the container by a
conventional forklift, said container having a length of
approximately thirteen feet, at least one container being empty; at
the customer's premises loading freight in at least one of the
empty containers forming a loaded container and securing the
freight in the loaded container; and transporting said at least one
loaded container to the ultimate destination.
19. The method according to claim 18, wherein the step of
transporting the at least two containers to the customer's premises
includes transporting three containers, said containers being
joined by a plurality of latching devices extending between
adjacent corner fittings.
20. The method according to claim 19, wherein said land vehicle
includes a cab, and wherein the step of loading freight in at least
one of the empty containers includes loading the freight into the
empty container closest the cab through all remaining empty
containers.
21. The method according to claim 18, wherein the step of
transporting the at least one loaded freight container to the
ultimate destination includes transporting the loaded freight
container to a consolidation site, removing the loaded freight
containers from the land vehicle, and placing the loaded containers
on a second vehicle heading towards the ultimate destination.
22. The method according to claim 21, wherein said consolidation
site is an airport and the second vehicle is an aircraft, the step
of transporting the at least one loaded freight container to the
ultimate destination includes placing the loaded containers on the
air craft, flying the aircraft to another airport, removing the
loaded freight container from the aircraft, and placing the loaded
freight container on a third vehicle heading to the ultimate
destination.
23. The method according to claim 21, wherein said consolidation
site is an a rail yard and the second vehicle is a rail car, the
step of transporting the at least one loaded freight container to
the ultimate destination includes placing the loaded containers on
the rail car, transporting the rail car to another rail yard,
removing the loaded freight container from the rail car, and
placing the loaded freight container on a third vehicle heading to
the ultimate destination.
24. The method according to claim 18, wherein the step of
transporting the at least one loaded freight container to the
ultimate destination includes transporting the loaded freight
container to a consolidation site, removing the loaded freight
containers from the land vehicle, and placing the loaded containers
on a vessel heading towards the ultimate destination.
25. The method according to claim 24, wherein said consolidation
site is a seaport and the vessel is a ship, the step of
transporting the at least one loaded freight container to the
ultimate destination includes placing the loaded containers on the
ship, sailing the ship to another seaport, removing the loaded
freight container from the ship, and placing the loaded freight
container on a vehicle heading to the ultimate destination.
26. A method of shipping freight from the customer's premises to
the ultimate destination, the method comprising: providing at least
three empty freight containers, each of said containers comprising
a base, a roof, a pair of opposed side walls, a pair of opposed end
walls, wherein said side walls, end walls, and base define at their
respective intersections four bottom corners, wherein said side
walls, end walls, and roof define at their respective intersections
four top corners, each of said top corners and said bottom corners
having a corner fitting mounted thereto, each end wall having an
opening for the loading and removal of freight, said openings being
sufficiently large to permit the loading and removal of freight to
and from the container by a conventional forklift, said container
having a length of approximately thirteen feet; providing a
plurality of latching devices; connecting three of the at least
three containers together by linking the top corner fitting of one
container to the adjacent corner fitting of another container with
one of the latching devices, thereby forming a single unit;
transporting the containers to the customer's premises on a land
vehicle; at the customer's premises loading freight in at least one
of the empty containers to form a loaded container and securing the
freight in the loaded container; and transporting said at least one
loaded freight container to the ultimate destination.
27. The method according to claim 26, wherein the step of
transporting the at least one loaded freight container to the
ultimate destination includes transporting the loaded freight
container to a consolidation site, removing the loaded freight
container from the land vehicle, and placing the loaded container
on a vehicle heading towards the ultimate destination.
28. The method according to claim 27, wherein all containers of the
single unit are loaded, said steps of removing the loaded freight
container and placing the loaded containers are done by connecting
a conventional lift to top corner fittings on each end of the
single unit of containers.
29. The method according to claim 26, wherein the step of
transporting the at least one loaded freight container to the
ultimate destination includes transporting the loaded freight
container to a consolidation site, removing the loaded freight
containers from the land vehicle, and placing the loaded containers
on a vessel heading towards the ultimate destination.
30. The method according to claim 29, wherein all containers of the
single unit are loaded, said steps of removing the loaded freight
container and placing the loaded containers are done by connecting
a conventional lift to top corner fittings on each end of the
single unit of containers.
31. The method according to claim 26, wherein the method includes
providing a predetermined spacing between adjacent containers using
the latching devices.
32. The system according to claim 31, wherein each of said latching
device has a first latching portion and a second latching portion,
wherein the step of linking the top corner fitting of one container
to the adjacent corner fitting of another container includes said
first latching portion mechanically grasping one of said corner
fittings associated with one of the containers, and said second
latching portion mechanically grasping one of the corner fittings
of the adjacent container.
Description
DESCRIPTION OF THE INVENTION
[0001] This application claims the benefit of U.S. provisional
application No. 60/184,322 filed Feb. 23, 2000, the disclosure of
which is hereby incorporated by reference.
FIELD OF THE INVENTION
[0002] In general, this invention relates to a freight container,
method of shipping a freight container, and systems of shipping
with the freight container. More particularly, the invention
relates to a modular freight container; methods of shipping a
plurality of modular containers by truck, rail, sea vessels, and
aircraft; and systems for shipping modular containers from a
customer's premises to the ultimate recipient's premises.
BACKGROUND OF THE INVENTION
[0003] The efficient, safe, and secure shipment of freight,
including but not limited to correspondence, materials, goods,
components, and commercial products, is an important component in
today's business, particularly in view of the international nature
of most business enterprises. Freight often is shipped nationally
and internationally by means of several different transportation
devices, such as trucks, trains, ships, and airplanes. Before the
freight reaches its destination, it is often handled by several
different entities, such as truck companies, intermediate
consolidators, railways, shipping companies, and airlines.
[0004] While a number of methods and systems for shipping freight
are presently available, the shipment of large volumes of freight
typically involves a complex and inefficient transfer and
repackaging of freight before it ultimately is received by the
consignee. By way of example only, parcels of freight are typically
picked up by one entity and brought to a transfer point where the
goods are consolidated with other freight into boxes or containers.
These boxes and containers, often containing freight for a variety
of different customers, are then shipped by land, sea, or air to
another site where the parcels of freight are unconsolidated,
reloaded, and then delivered to the consignee. Throughout this
process, different entities have custodial control of the freight,
increasing the prospects of mishandling or error. This complex
process results in obvious inefficiencies and expenses. It also
increases the prospects for damage to or loss of the freight as it
is transported from the customer's premise to the premise of the
consignee.
SUMMARY OF THE INVENTION
[0005] Accordingly, the present invention is directed to a freight
container, a system including a plurality of freight containers,
and a method of shipping freight. Under the invention, a plurality
of modular freight containers are sized to fit within standard
sized shipping areas on trucks, sea vessels, and aircraft. By means
of an example, three thirteen-foot long modular containers can be
mounted to a truck that is capable of transporting a forty-foot
container.
[0006] To achieve these and other advantages and in accordance with
the purpose of the invention, as embodied and broadly described
herein, the invention includes a modular freight container for
transporting and holding freight. The freight container comprising
a base, a pair of opposed side walls, a pair of opposed end walls,
a roof, and doors. Each side wall has a length of approximately 13
feet. Each end wall has an opening for the loading and removal of
freight, where the openings are sufficiently large to permit the
loading and removal of freight to and from the container by a
conventional forklift. The doors selectively close the openings and
secure the freight in the freight container.
[0007] In a further aspect, the doors are roll-up doors. In yet
another aspect, the container further comprises a seal for securing
the freight in the container. In still another aspect, the base can
support a conventional forklift. In a further aspect, the container
includes at least four and a maximum of eight connecting elements
attached to the container. Each of the connecting elements is
capable of accepting a latching device that can securely hold one
or two adjacent containers together.
[0008] In another aspect of the present invention, the modular
freight container includes a base, a pair of opposed side walls, a
pair of opposed end walls, a roof, and a plurality of connection
elements. The said side walls, end walls, and base define at their
respective intersections four bottom corners. The side walls, end
walls, and roof define at their respective intersections four top
corners. Each end wall has an opening for the loading and removal
of freight, where the openings are sufficiently large to permit the
loading and removal of freight to and from the container by a
conventional forklift. The connection elements are attached to the
container at the corners and designed to accept a latching device
that can securely hold two modular freight containers together.
[0009] Another aspect of the present invention is a system for
shipping freight from the premises of the shipper to the ultimate
destination. The system includes a plurality of freight containers
for holding the freight to be shipped, a plurality of connection
elements attached to the containers, a plurality of latching
devices, and at least one vehicle for transporting the plurality of
containers from the shippers premises to the ultimate destination.
Each container includes a base, a roof, a pair of opposed side
walls, and a pair of opposed end walls. Each end wall has an
opening for the loading and removal of freight, where the openings
are sufficiently large to permit the loading and removal of freight
to and from the container by a conventional forklift. Each
container has a length of approximately thirteen feet. The
plurality of latching devices are capable of securely holding
adjacent containers together at respective connection elements.
[0010] In another aspect, the plurality of containers are at least
three containers secured together by said latching devices. In a
further aspect, the vehicle is a land vehicle capable of supporting
the three containers. In an additional aspect, the land vehicle is
capable of supporting an additional container, where the additional
container is separate from the three containers. In a different
aspect, the vehicle is an aircraft capable of transporting up to 9
or more of the plurality of containers.
[0011] In another aspect, at least one vehicle includes a first
land vehicle and a second land vehicle. The system further includes
a sea vessel, wherein the first land vehicle is capable of
transporting the plurality of containers to the location of the sea
vessel. The second vehicle is capable of transporting the plurality
of containers from the final destination of the sea vessel to the
ultimate destination.
[0012] Another aspect of the present invention is a method of
shipping freight from the customer's premises to the ultimate
destination. The method comprises transporting at least two
containers secured to a land vehicle to the customer's premises,
wherein at least one container is empty. Each of the containers
comprises a base, a roof, a pair of opposed side walls, and a pair
of opposed end walls. The side walls, end walls, and base define at
their respective intersections four bottom corners. The side walls,
end walls, and roof define at their respective intersections four
top corners. Each of the top corners and the bottom corners have a
corner fitting mounted thereto. Each end wall has an opening for
the loading and removal of freight, where the openings are
sufficiently large to permit the loading and removal of freight to
and from the container by a conventional forklift. The container
has a length of approximately thirteen feet. At least one container
is empty. At the customer's premises the method includes loading
freight in at least one of the empty containers, forming a loaded
container, and securing the freight in the loaded container.
Finally, the method includes the step of transporting said at least
one loaded container to the ultimate destination.
[0013] In another aspect, the step of transporting containers to
the customer's premises includes transporting at least three
containers. The containers are joined by a plurality of latching
devices extending between adjacent corner fittings. In yet another
aspect, the land vehicle includes a cab, and the step of loading
freight in at least one of the empty containers includes loading
the freight into the empty container closest the cab through all
remaining empty containers.
[0014] In another aspect, the step of transporting at least one
loaded freight container to the ultimate destination includes
transporting the loaded freight container to a consolidation site,
removing the loaded freight containers from the land vehicle, and
placing the loaded containers on a second vehicle destined for the
ultimate destination.
[0015] In a further aspect, the consolidation site is an airport
and the second vehicle is an aircraft. The step of transporting the
at least one loaded freight container to the ultimate destination
includes placing the loaded containers on the air craft, flying the
aircraft to another airport, removing the loaded freight container
from the aircraft, and placing the loaded freight container on a
third vehicle destined for the ultimate destination.
[0016] In yet another aspect the step of transporting the at least
one loaded freight container to the ultimate destination includes
transporting the loaded freight container to a consolidation site,
removing the loaded freight containers from the land vehicle, and
placing the loaded containers on a vessel destined for the ultimate
destination.
[0017] In yet a further aspect, the consolidation site is a seaport
and the vessel is a ship. The step of transporting the at least one
loaded freight container to the ultimate destination includes
placing the loaded containers on the ship, sailing the ship to
another seaport, removing the loaded freight container from the
ship, and placing the loaded freight container on a vehicle heading
to the ultimate destination.
[0018] Yet another aspect of the present invention is a method of
shipping freight from the customer's premises to the ultimate
destination. The method comprises providing at least three empty
freight containers, each of said containers comprising a base, a
roof, a pair of opposed side walls, and a pair of opposed end
walls. The side walls, end walls, and base define at their
respective intersections four bottom corners. The side walls, end
walls, and roof define at their respective intersections four top
corners. Each of the top corners and the bottom corners has a
corner fitting mounted thereto. Each end wall has an opening for
the loading and removal of freight, where the openings are
sufficiently large to permit the loading and removal of freight to
and from the container by a conventional forklift. The container
has a length of approximately thirteen feet. The method includes
providing a plurality of latching devices, and connecting three of
the at least three containers together by linking the top corner
fitting of one container to the adjacent corner fitting of another
container with a latching device. The method further includes
transporting the containers to the customer's premises. At the
customer's premises, the method includes loading freight in at
least one of the empty containers, forming a loaded container, and
securing the freight in the loaded container. Finally, the method
includes transporting the at least one loaded freight container to
the ultimate destination.
[0019] In another aspect the step of transporting the at least one
loaded freight container to the ultimate destination includes
transporting the loaded freight container to a consolidation site,
removing the loaded freight container from the land vehicle, and
placing the loaded container on a vehicle heading towards the
ultimate destination. In a further aspect all containers of the
single unit are loaded, and the steps of removing the loaded
freight container and placing the loaded containers are performed
by connecting a conventional lift to top corner fittings on each
end of the single unit of containers. In yet another aspect, the
step of transporting the at least one loaded freight container to
the ultimate destination includes transporting the loaded freight
container to a consolidation site, removing the loaded freight
containers from the land vehicle, and placing the loaded containers
on a vessel destined for the ultimate destination.
[0020] Additional objects and advantages of the invention will be
set forth in part in the description which follows, and in part
will be obvious from the description, or may be learned by practice
of the invention. The objects and advantages of the invention will
be realized and attained by means of the elements and combinations
particularly pointed out in the appended claims.
[0021] It is to be understood that both the foregoing general
description and the following detailed description are exemplary
and explanatory only and are not restrictive of the invention, as
claimed.
[0022] The accompanying drawings, which are incorporated in and
constitute a part of this specification, illustrate several
embodiments of the invention and together with the description,
serve to explain the principles of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] FIG. 1 is an isometric view of the freight container and an
arrangement of freight to be placed in the freight container, in
accordance with the invention;
[0024] FIG. 2 is an isometric view of a plurality of freight
containers of the invention secured to a truck and a preferred
process of loading the freight into the containers;
[0025] FIGS. 3A and 3B are isometric views of a system for lifting
three freight containers as one integral unit to load the freight
containers onto a truck, trailer, or sea vessel in accordance with
the invention;
[0026] FIGS. 4A and 4B are isometric views of an alternative
embodiment of the system of FIGS. 3A and 3B of lifting three
freight containers as one integral unit by conventional 40 foot
spreader bars to load the freight containers onto a truck or sea
vessel;
[0027] FIG. 5 is a plan view of a latching system for use with the
invention;
[0028] FIG. 6 is an elevation view of the latching system of FIG.
5;
[0029] FIGS. 7A and 7B show the latching device without the
containers;
[0030] FIG. 8 is a schematic diagram showing several different ways
of shipping a freight container from the customer to the ultimate
destination.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0031] Reference will now be made in detail to the present
preferred embodiments of the invention, examples of which are
illustrated in the accompanying drawings. Wherever possible, the
same reference numbers will be used throughout the drawings to
refer to the same or like parts.
[0032] As will be explained in more detail below, the container,
system, and method of the present invention represent an
improvement over present containers systems and methods, where
items of freight to be shipped are transported by one entity from a
customer's premises to a central area where the items are then
consolidated into a larger container, which in turn is transported
and later unconsolidated, often by different entities.
[0033] Using the container, system, and method of the present
invention, the freight container is brought to a customer's
premises by truck or rail car where it will be loaded, inventoried,
locked, and sealed. In a preferred embodiment of the invention, as
shown in FIG. 2, a plurality of freight containers, which will be
described below, can be brought to the customer's premises. The
container is sized to allow a fork lift or a pallet jack to
maneuver inside the container to load the freight, whether the
freight is on skids or otherwise packaged.
[0034] The freight container preferably is sized and configured to
accept the standard size pallet loads and to fit within a wide
variety of conventional trucks, rail cars, sea vessels, and
aircraft, such as a 747, without sacrificing efficient loading of
the transporting vehicle, rail car, vessel, or aircraft. After the
customer's freight is loaded, the freight container can be locked
and sealed at the customer's location and transferred to the
ultimate recipient in a locked and sealed state. Thus, the
container can be transported directly from a customer's premises to
the intended recipient by truck or rail car; or by truck or rail
car to a seaport, shipped to a different seaport, and transferred
directly from the other seaport to the intended recipient; or from
a truck or rail car to an airport, flown to a different airport,
and transferred directly from the other airport to the intended
recipient; or from a truck or rail car to a rail yard, shipped to a
different rail yard, and transferred directly for the other rail
yard to the intended recipient.
[0035] Alternatively, after the customer's freight is loaded into
the containers, the freight containers can be taken to an
intermediate site. At the intermediate site the freight containers
can be removed from the truck or rail car, and sorted by
destination. The freight containers are then loaded onto an
appropriately destined truck or rail car and are transported to the
destination by truck or rail car; or by truck or rail car to a
seaport, shipped to a different seaport, and transferred from the
other seaport to the destination city. The containers also can be
transported by truck or rail car to an airport, flown to a
different airport, transferred from the other airport to the
destination city, and finally transported to the intended
recipient. The containers also can be transported by truck or rail
car to a rail yard, shipped to a different rail yard, transferred
from the other rail yard to the destination city, and finally
transported to the intended recipient. FIG. 10 shows a schematic
arrangement of the various means of transporting the freight
containers from the customer to the intended recipient. FIG. 10 is
not intended to show all possible arrangements, but be merely
descriptive of various arrangements.
[0036] With reference to FIGS. 1 and 2, the freight 36 shipped
according to the present invention is securely held throughout the
transfer process in an integral container 10 which is sized and
configured to accept standard loads of freight and be accepted and
efficiently transported by conventional trucks, sea vessels, and
aircraft. As shown in FIG. 2, a plurality of freight containers 10
are attached to a trailer 38. As shown in FIG. 1, the container 10
has a base 12, a roof 14, a pair of opposed side walls 16 and 18, a
pair of opposed end walls 20 and 22. In this preferred embodiment,
the base 12 and roof 14 are generally parallel to each other, as
are the respective end walls 20 and 22 and side walls 16 and 18.
International Organization for Standardization (ISO) corner
fittings 28 are located at the top corners formed by the
intersection of the roof 14, side walls 16 and 18, and the end
walls 20 and 22. ISO corner fittings 28 are also located at the
bottom corners formed by the intersection of the base 12, side
walls 16 and 18, and end walls 20 and 22. The base 12 includes four
fork lift pockets 30 that extend through the base 12. Tension
control straps 32 can be provided at the side walls 16 and 18. The
straps 32 can be used to secure freight inside the container. The
container 10 preferably has outer dimensions of thirteen feet long
by eight feet six inches high by eight feet wide, or approximately
thirteen feet long by eight feet six inches high by eight feet
wide.
[0037] In a preferred embodiment of the container 10, a plurality
of vertical tracks 35 may be mounted to the side walls 16 and 18.
The tracks 35 cooperate with load bars 37 which separate the
freight 36 in multiple layers. Any track system, such as the
E-Track System manufactured by Kinedyne will work.
[0038] Each end wall 20 and 22 has an opening 24 for loading and
unloading of freight. The container 10 and the opening 24 of each
end wall 20 and 22 are sufficiently large to permit the loading and
unloading of freight to and from the container 10 by a conventional
fork lift truck 40. The container 10 also includes doors 26 to
securely close the openings 24, once the freight is loaded, thereby
securing the freight within the container 10 The container 10 also
includes a locking feature which permits the doors to be locked,
thereby preventing unauthorized access to any freight loaded in the
container 10.
[0039] The container 10 can include a variety of different types of
doors 26 or security closures. Preferably, the doors 26 are
designed so that they can be opened from either inside or outside
the container 10. The doors 26 preferably are designed so that they
can be opened and unopened while two or more modular containers are
fixed to or aligned with each other, end to end. In a preferred
embodiment of the container 10, the doors 26 are roll up doors.
Such an embodiment is shown in FIG. 1. By using roll-up doors 26 at
each end of the modular container 10 of the present invention, a
fork lift truck 40 or similar loading device can readily move from
one container 10 to the next, when they are placed end to end. The
doors 26 can also be easily opened or closed, when the containers
are placed end to end.
[0040] A wide variety of locking features can be used to lock the
doors 26 of the container 10, once it is loaded. Simple clasps and
padlocks could be used, as an example. On the other hand, the
container 10 could be designed to include sophisticated electronic
locks which could be used, with the shipper having a computer
controlled key system.
[0041] The freight container 10 of the present invention was
designed to provide an extremely compatible and efficient container
for transferring freight by land, sea, and air. In addition, the
container 10 is constructed so that it is seaworthy and
weatherproof. The walls and doors of the container 10 are
constructed so that the container, when closed and locked, is
substantially airtight, protecting the freight from adverse
environmental conditions. The freight container 10 of the present
invention preferably should be made of low weight, strong, and fire
resistant materials, but can be made of steel. While steel and low
weight metals such as aluminum can be used to make the containers,
other composite materials such as carbon-fiber composites,
carbon/Kelvar composites, and Kelvar/Spectra composites are
preferred. Other known composites for making aircraft bodies and
parts also can be used. The container's construction should result
in a higher ratio of content weight to container weight.
Consequently, the freight in the container will comprise a higher
proportion of the gross shipping weight. This allows more freight
to be shipped in each transfer means.
[0042] In addition, the physical characteristics of the freight
container 10 are designed to serve the purpose of providing a
lightweight, yet safe, container. The container 10 offers enhanced
customer convenience and simplified, efficient handling. The
preferred outer dimensions of the container 10 are thirteen feet
long by eight feet six inches high by eight feet wide. With these
dimensions, each container 10 can accommodate up to six standard
forty inch by forty eight inch pallets per layer of freight. Six
pallets can fit on the floor, and six more can be stacked in each
layer using the load bars.
[0043] The length, width, and height of the containers are chosen
to provide the widest compatibility of the container with
conventional trucks, sea vessels, and aircraft, while promoting
efficiency and economy. By means of an example, 9 or more freight
containers of the present invention can fit on a Boeing 747-400F
aircraft. The freight container 10 of the present invention is also
compatible with standard trucks, such as flat bed trucks, and
trailers for carrying freight. Again, by means of an example only,
two containers fit on a truck with a twenty-eight foot bed or a
twenty-eight foot flat bed trailer. Three containers fit on a truck
with forty and forty-five foot beds, or forty and forty-five foot
flat bed trailers. Four containers can fit on trucks with
fifty-three foot beds, or fifty-three foot flat bed trailers. As
previously explained, the containers are sized to accept freight
loaded on standard sized pallets.
[0044] The container 10 of the present invention preferably has a
tare weight of less than 3700 pounds, a freight volume of
approximately 700 to 750 cubic feet, and a gross weight of
approximately 17,500 pounds. The container 10 preferably should be
made of opaque materials so that the freight within the container
cannot be viewed by unauthorized persons. The container 10 can also
have insulation and/or an inner liner, to add protection for the
freight.
[0045] The base 12 of the container 10 preferably is flat and
smooth on the inside. The flat surface of the base 12 allows the
customer to bring a forklift 40 or other premises device into the
container 10 to load or unload articles
[0046] Several different systems may be employed for loading and
securing the freight container 10 onto a truck. For example, the
freight containers can be loaded individually by a heavy duty fork
lift, which is larger than a conventional fork lift 40, onto a
truck chassis and secured to the truck trailer using chains or
straps. In this manner, three or four containers can be loaded on
the truck trailer. A more efficient and preferred system for
loading the freight containers onto a truck, trailer, or sea
vessel; is shown in FIG. 3A and FIG. 3B. A plurality of containers
10 are joined together end-to-end. This is accomplished by
temporarily joining or fixing the containers together by a
mechanical system. In one example, one corner on a first container
is joined with a horizontally matching corner on a second container
using the ISO corner fittings 28 and a latching device or system.
FIGS. 7 and 8 show one embodiment of a latching device 80 for
connecting the freight containers 10 together using the ISO
connector fittings 28. The latching device 80 will be described
below. The latching device 80 is exemplary only and is designed so
that when three freight containers are joined together as a single
unit, they form a single forty-foot unit. Once the containers are
latched together, a conventional lift 42 for standard forty foot
containers can be used to lift the single unit and place the unit
upon the truck, trailer, or sea vessel. Although a conventional
lift 42 is shown, it is understood that any device, such as cable
slings, designed to lift a 40' freight container could be used to
lift the containers.
[0047] Once placed upon the truck, trailer, or sea vessel, the
containers can remain latched together or can be disconnected. If
there is room, a fourth freight container can be loaded onto the
truck trailer using a conventional fork lift. This allows forty
foot and fifty-three foot trailers to be used to transfer the
freight containers. If desired, connection devices and lift systems
for connecting and loading four or more containers can be designed
according to the principles of the present invention. The freight
containers are secured to the truck or trailer by any of several
conventional means. For example, they can be secured by running
chains or straps through the laterally exposed fork lift
pockets.
[0048] The process of connecting three freight containers together
and using the latching devices and conventional lift for standard
forty foot containers can be used to load and unload a sea vessel
designed to carry forty foot containers. The freight containers
could remain connected to take advantage of the existing securing
means on the sea vessel for forty foot containers.
[0049] FIGS. 4A and FIG. 4B show an alternative system for loading
a unit of three of the freight containers onto the truck, trailer,
or vessel. The first step is to connect each freight container 10
to a pair of spreader bars 44 at the top corner ISO fittings 28.
This is accomplished by locking the elements together through
mechanical devices, such as bolts, latches, or similar elements,
preferably ones that interconnect with opposing ISO corner fittings
28. The next step is to lift the three freight containers as one
unit by the spreader bars 44. This can be accomplished using a
conventional lift 42 designed for standard forty foot containers.
The final step is to place the three freight containers onto the
truck, trailer, or vessel.
[0050] The latching device 80 is shown in FIGS. 5-7. The latching
means 80 has a body 82 and two clamp arms 84 and 88. The body 82 is
approximately six inches wide to provide sufficient space between
the two freight containers 10 and 10'. The latching device 80 is
similar to a horizontal connector that is available from Tandemloc,
Inc., where the body has been modified from its standard size to be
six inches wide. The latching device 80 is inserted between two
horizontally matching ISO corner fittings 28 and 28', such that the
clamp arms 84 and 88 engage the openings 29' and 29. Screws 86 and
90 are associated with clamp arms 84 and 88 respectively. Screws 86
and 90 are turned until they are flush with the body 82, which
causes the clamp arms 84 and 88 to close and securely fasten the
body 82 between the freight containers 10 and 10'. This process is
preferably repeated at each corner until all the freight containers
are joined together.
[0051] The system and method of shipping freight is shown in FIG.
2. where the freight container of the present invention is
transported directly to a customer's premises by a truck. Under the
principles of the present invention, one or several containers of
the present invention can be brought to the customer's loading dock
or left within the customer's premises. The freight container
preferably is left on the chassis of the truck.
[0052] At the customer's premises, the freight of the customer (be
it correspondence, paperwork, materials, goods, components, or
finished products, or any other type of freight) is loaded into the
container. The freight can be loose freight or freight already
fixed to standard shipping pallets, such as forty inch x forty
eight inch wood pallets. The freight can be loaded by hand or by
conventional loading devices, such as fork lift trucks. The loading
can be done by employees of the customer, or by employees or agents
of the carrier, depending upon the circumstances and the desire of
the customer.
[0053] The customer chooses how many freight containers will be
necessary to ship the freight. The customer has the option of
either separating the freight by destination and loading the
freight containers accordingly, or keeping all of the freight
together. When the containers are aligned end to end, the freight
is loaded by filling the forward most freight container first. To
do this, the most forward facing roll up door is closed, and all
other freight container doors are left open. The freight is loaded
either by hand or by conventional loading devices, such as fork
lift trucks, and transported through the open containers. Once the
forward most container is filled the rearward roll up door of the
freight container is closed. To fill the next container, the
process is repeated. This continues until all freight from the
customer has been loaded.
[0054] In a preferred embodiment, a first layer of freight is
placed at the forward most portion of the container, where it may
be arranged on the floor. Then load bars 37 are inserted into the
tracks 35 as described above. Additional freight may be placed upon
the load bars 37. This process may be repeated until the forward
most portion of the container is filled. Then the process may be
repeated until the container is filled from the forward most
portion to the rear of the container.
[0055] If empty containers remain, the truck can be driven to a
different customer's premises to pick up additional freight. Thus,
in one preferred method, two, three, or four containers, positioned
end to end, are placed on a truck driven to a first customer's
premise, where one or more containers are loaded. The truck with
the loaded and empty containers can be driven to a second
customer's premise, and so forth, until each of the containers is
loaded. The loaded containers can then be shipped to the ultimate
recipient.
[0056] In a preferred embodiment of the present invention, the
freight of a customer that is to be shipped to a given final
address of its intended recipient is loaded into one or several
modular containers of the present invention, so that the freight in
a given container can be secured in the container and not
rearranged until it arrives at its final destination. If a customer
has enough freight for an intended recipient to fill more than one
container, then two or more containers of the present invention are
aligned end to end and filled in order, as shown generally in FIG.
2. When three containers are filled with freight to the same
ultimate customer, the containers can be connected together through
the connecting devices of the present invention, to facilitate
loading and unloading the containers. When the containers are to be
shipped by large trucks or by ships, three of the modular
containers of the present invention are preferably connected
together to form an integral forty foot long unit.
[0057] Under the system and method of the present invention,
transactional data regarding the identity, nature, and destination
of the freight can be placed into a portable computer device at the
customer's premises. This transactional data in turn can be
transferred to a central system to track the freight and generate
appropriate business and customer documentation. In addition, bar
code labels or radio tags can be placed on the container itself, to
permit easy tracking of the freight.
[0058] After the freight is loaded into the container and
documented, the container is locked. Preferably, a seal is also
placed on the locked doors in a manner such that the seal
necessarily will be broken if the doors are opened. This aspect of
the invention protects the freight.
[0059] According to the invention, the loaded, locked, and sealed
container is then transported to the ultimate recipient by the
carrier. In some embodiments of the invention, the container is
shipped to the ultimate destination, by the carrier, to the
intended recipient by trucks only. In most instances of the present
invention, one or more modular containers are transported by a
number of different modes of transportation (e.g. truck, aircraft,
trains, ships, etc.) before they are received at the final
destination. In the preferred embodiment, the containers are at
least once, and often on two or more occasions, transported to an
intermediate staging area or consolidation site where a plurality
of modular containers of the present invention are transported from
different customers and then sorted into different lots, to be
shipped to common intermediate or final locations. The sorted
containers are then shipped to the next location, where the modular
containers are then unloaded from one transportation device to the
next. Preferably, when three modular units have a common final or
intermediate destination, they are connected or loaded together as
a unit and transported on larger trucks or ships.
[0060] Containers of the present invention will preferably be
transported on the ground on a chassis pulled by conventional
tractors, generally three containers per chassis (40 feet) in
Europe and Asia, two or four containers per chassis (28 feet or 53
feet, respectively) in the United States. When transported by
ships, the containers preferably will be loaded and unloaded in
integral units of three connected containers. The containers, and
such units, will fit in conventional vessel container slots. If
moved in the air, the containers will load in an aircraft, such as
a 747, using an aircraft pallet and a floor lock system, such as a
Boeing floor lock system.
[0061] For example, in one embodiment of the present invention, the
container is picked up by the carrier's delivery truck and then
transferred, directly or indirectly, to a seaport. There, one or
more containers are loaded into a sea vessel by conventional
loading devices. Preferably three containers are fixed to each
other to form an integral forty foot long unit. The container or
containers are placed in the sea vessel at selected positions and
held in place by locking elements. The sea vessel and container(s)
are then sailed to a destination seaport. At the destination
seaport, the container(s) are taken off the sea vessel and
transferred to one or more trucks. The containers are then
transported by the trucks to the premises of the desired
recipient.
[0062] As another example of the present invention, the container
is picked up by the carrier's delivery truck and then transferred,
directly or indirectly, to an airport. There, one or more
containers are loaded into an airplane by conventional loading
devices. The container or containers are placed in the aircraft at
selected positions and held in place by locking elements. The
airplane and container(s) are then flown to a destination airport.
At the destination airport, the container(s) are taken off the
airplane and transferred to one or more trucks, or to a ship. The
containers are ultimately transported by the trucks to the premises
of the desired recipient.
[0063] The above-described container system and method of the
present invention provide improved customer convenience and
shipping efficiency. For example, the cargo can be bar coded by the
customer or the carrier while it is being loaded and unloaded. As
an alternative, a bar code label or RF tag can be placed on the
container itself, after it is loaded. Preferably, other data
regarding the cargo, and its characteristics, is also documented
and placed within a computer system. Preferably, the computer
system is a network which is accessible by a customer, so that the
customer can utilize the shipper's tracking and processing system.
This direct interface between the customer and the shipper will
make it possible to expedite the preparation of business documents
and the delivery of the manifest to the recipient. Coordination of
arrival times will be simpler and faster. Furthermore, the system
can be designed to interface with American and foreign customs
departments and be capable of creating customs documents.
[0064] In a preferred embodiment of the invention, the freight
container, once loaded, locked and sealed, will be under the
carrier's custody and control through its travel from the shipper's
premises to the recipient's premises. In international shipment,
customer's preclearance can be available for many types of freight,
so that the freight container will remain locked and sealed until
it reaches its final destination.
[0065] Other embodiments of the invention will be apparent to those
skilled in the art from consideration of the specification and
practice of the invention disclosed herein. It is intended that the
specification and examples be considered as exemplary only, with a
true scope and spirit of the invention being indicated by the
following claims.
* * * * *