U.S. patent application number 14/450586 was filed with the patent office on 2016-11-17 for intermodal tank transport system, components, and methods.
This patent application is currently assigned to INTERNATIONAL TRANSPORT EQUIPMENT COMPANY. The applicant listed for this patent is INTERNATIONAL TRANSPORT EQUIPMENT COMPANY. Invention is credited to Kenneth Haut, Rex Michaw.
Application Number | 20160332555 14/450586 |
Document ID | / |
Family ID | 43353607 |
Filed Date | 2016-11-17 |
United States Patent
Application |
20160332555 |
Kind Code |
A9 |
Haut; Kenneth ; et
al. |
November 17, 2016 |
Intermodal Tank Transport System, Components, and Methods
Abstract
An intermodal tank container and complementary chassis, and
features and methods for use thereof, are disclosed. The intermodal
tank container and chassis has an appearance and length
substantially similar to a non-intermodal OTR tank trailer, while
affording the same capacity as an intermodal tank container. The
design of the tank container allows for an improved, lighter design
for the chassis and for improved usability of the tank container in
intermodal environments such as with rail cars. The reduced weight
of the chassis allows for a greater payload while remaining within
various applicable legal restrictions for gross vehicle weight,
axle weight, etc.
Inventors: |
Haut; Kenneth; (Aventura,
FL) ; Michaw; Rex; (West Sussex, GB) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
INTERNATIONAL TRANSPORT EQUIPMENT COMPANY |
Aventura |
FL |
US |
|
|
Assignee: |
INTERNATIONAL TRANSPORT EQUIPMENT
COMPANY
Aventura
FL
|
Prior
Publication: |
|
Document Identifier |
Publication Date |
|
US 20140367955 A1 |
December 18, 2014 |
|
|
Family ID: |
43353607 |
Appl. No.: |
14/450586 |
Filed: |
August 4, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
12818559 |
Jun 18, 2010 |
8827313 |
|
|
14450586 |
|
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|
61269083 |
Jun 18, 2009 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B65D 2590/0091 20130101;
B62D 21/20 20130101; B65D 88/128 20130101; B60P 3/2215
20130101 |
International
Class: |
B60P 3/22 20060101
B60P003/22 |
Claims
1. An intermodal transport combination comprising: a container
having first and second container ends and including: a tank; and a
frame supporting the tank; a chassis having first and second
chassis ends and including: a base; wheels coupled to the base;
landing gear positioned forward of the wheels and adapted to
support the chassis, the landing gear being disposed longitudinally
inward from the first and second chassis ends; a first chassis
support disposed proximate the landing gear and adapted to contact
the container at a position longitudinally inward from the first
and second chassis ends; and a second chassis support adapted to
contact the container at a position rearward of the first support
and at a position longitudinally inward from the first and second
chassis ends, wherein the frame has a width and a height less than
the width.
2. The intermodal transport combination of claim 1, wherein the
width of the frame is approximately 8 feet.
3. The intermodal transport combination of claim 1, wherein the
chassis includes a chassis ladder and the container includes a
container ladder and wherein the chassis ladder and the container
ladder are substantially aligned when the container is positioned
on the chassis.
4. The intermodal transport combination of claim 1, wherein the
container further comprises: first and second end frames
respectively located at the first and second container ends and
extending at least longitudinally along the container, and first
and second tank supports extending along at least a radial portion
of the tank, the first tank support being spaced from the first end
frame at a distance different from a distance at which the second
tank support is spaced from the second end frame.
5. The intermodal tank system of claim 1, wherein the container
further comprises first and second container engagement surfaces;
and wherein the chassis further comprises first and second chassis
engagement surfaces that are adapted to cooperatively engage with
the first and second container engagement surfaces to achieve a
passive interface between the chassis engagement surfaces and the
container engagement surfaces.
6. The intermodal tank system of claim 1, wherein the container
further comprises a manway positioned intermediate the first and
second container ends, and a plurality of cleaning ports located on
opposite ends of the manway.
7. A method of intermodal transport for storing and transporting
gas or liquid contents, comprising: configuring a tank container
having first and second container engagement surfaces, said step of
configuring said tank container including; providing a vessel for
storing gas or liquid contents, and attaching a first frame
disposed at a first end of the vessel and a second frame disposed
at a second end of the vessel; configuring a chassis having a first
chassis end and a second chassis end opposite the first chassis
end, said step of configuring said chassis including; configuring a
hitch on the chassis to connect with a vehicle hitch of a vehicle
at the first chassis end of the chassis; installing a set of wheels
at the second chassis end of the chassis; providing first and
second chassis engagement surfaces; and removably positioning the
tank container on the chassis, the tank container being disposed
over the hitch and over the set of wheels with the first frame
proximate to the first chassis end and the second frame proximate
to the second chassis end.
8. The method of claim 7, wherein the first and second chassis
engagement surfaces cooperatively engage the first and second
container engagement surfaces when positioned on the chassis.
9. The method of claim 7, wherein the step of configuring the
chassis includes providing coupling members at the first and second
ends, and wherein the step of positioning the tank container on the
chassis includes coupling the tank container to the chassis at the
coupling members.
10. The method of claim 7, further including a step of transporting
the tank container positioned on the chassis over the ground by
truck.
11. The method of claim 7, wherein the step of configuring the tank
container includes adding tank container supports and the step of
configuring the chassis includes adding landing gear and chassis
supports located proximate the landing gear, and wherein the step
of positioning the tank container on the chassis includes
positioning the tank supports on top of the chassis supports.
12. The method of claim 7, wherein the step of configuring the tank
container includes selecting a tank container with a frame
supporting the tank container and having a frame width of
approximately 8 feet and a frame height less than the frame
width.
13. The method of claim 7, further including a step of transporting
the tank container without the chassis and wherein the tank
container is transported by a shipping method selected from the
group consisting of ground, nautical ship, and rail.
14. The method of claim 7, further including a step of transporting
the tank container and wherein the tank container is removably
secured to one of a rail car, another container, or over the road
tractor.
15. A chassis adapted to receive a tank container, the chassis
having first and second chassis ends and comprising: a base; wheels
coupled to the base; landing gear positioned forward of the wheels,
the landing gear being disposed longitudinally inward from the
first and second chassis ends; a first chassis support disposed
proximate the landing gear and adapted to contact the tank
container at a position longitudinally inward from the first and
second chassis ends; and a second chassis support adapted to
contact the tank container at a position rearward of the first
support and at a position longitudinally inward from the first and
second chassis ends.
16. The chassis of claim 15, further comprising first and second
chassis engagement surfaces adapted to cooperatively engage with
the tank container to achieve a passive interface between the
chassis engagement surfaces and the tank container.
17. The chassis of claim 15, further comprising a chassis ladder
adapted to be substantially aligned with a container ladder located
on the tank container when the tank container is positioned on the
chassis.
18. The chassis of claim 15, further comprising front and rear
crossbeams respectively located at the first and second chassis
ends.
19. The chassis of claim 18, further comprising a hitch pin located
longitudinally inward from the front and rear crossbeams.
20. The chassis of claim 15, further comprising an intermediate
crossbeam coupled to the landing gear.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is a continuation-in-part of U.S. patent
application Ser. No. 12/818,559, filed Jun. 18, 2010, which claims
priority to provisional Patent Application Ser. No. 61/269,083,
filed Jun. 18, 2009, the entirety of which is incorporated herein
by reference.
FIELD OF THE INVENTION
[0002] The invention relates to a bulk material container in the
form of a tank container for storing and transporting liquid or the
like and, in particular, to a tank container adapted for intermodal
use, relates to other components therefor including a truck chassis
and a rail well car, and relates to methods of intermodal
transport.
BACKGROUND
[0003] Bulk shipping may generally be classified into several types
based on the material being transported. For instance, pelletized
material (such as bulk polymer) or mined material (such as coal)
may be carried by a hopper car that allows for quickly depositing
its payload into a receptacle. Such hopper cars are unsuitable for
carrying dry cargo such as palletized loads which are generally
shipped via trailer or dry container having a generally rectangular
shape and compartment. Either is unsuitable for the third major
category of material, specifically liquid.
[0004] The term intermodal transport as used herein refers to
transporting bulk loads stored or loaded in containers without
unloading the container. For instance, a container may be filled
with loaded pallets, transported from a first site via over-land
truck and container chassis, and then loaded onto a ship or railcar
for further transport, likely subsequently loaded onto a second
delivery truck and container chassis for delivery to its final
destination. Throughout, the materials in the container remained
loaded.
[0005] Intermodal transport standards are maintained by the
International Standards Organization (ISO). Intermodal transport
has received various contributions from around the world, including
the United Kingdom, Canada, and the United States, and the ISO
standards evolved from US Department of Defense standardization for
military use.
[0006] Since about 1984 a form of intermodal transport known as
"double-stack rail transport" has been used. As its name implies,
this form only applies to rail transport, and this form involves
stacking one container on top of another. The rail car itself is a
either a flat car or a well car (that is, a railcar having a
"well") for partially receiving a bottom container therein.
[0007] For dry good transport, these stackable containers are the
most common form of intermodal transport, though they need not
always be stacked. The stackable containers are typically 8' or
8'6'' wide, by 8', 8'6'', or 9'6'' high, with a length of 20', 40',
48', or 53', though other heights have been considered. A container
9'6'' inches in height is commonly referred to as a "high cube"
container and may be double stacked for total height of 19', which
is generally the maximum permitted under applicable legal
restrictions. Each container is provided with support points, and
the location of the support points is standardized so weight is
properly transferred through the stacked containers. For instance,
a 53-foot container may be placed on top of a pair of 20-foot
containers, the top container having supports 40 feet apart aligned
with the outer corners of the bottom containers.
[0008] Liquid transport requires a tank container that differs from
dry goods containers for obvious reasons. The approach for
intermodal tank containers has been to size the tank within a frame
that mimics the construction of the dry goods container. To be
specific, the overall dimensions of tank containers have been made
to conform to those of dry goods containers. A typical tank
container includes a frame surrounding the actual tank or vessel.
The frame is eight feet by eight feet, six inches, and provides the
container with an overall length of 20 feet, the tank container
thus being sized essentially the same as a 20-foot dry goods
container including support points. One benefit of a tank container
having these dimensions is that it allows the tank container to be
used on an intermodal rail car and in combination with dry goods
containers. In other words, intermodal tank container development
began with mimicking the dry goods container primarily for
international transport, and everything else related to these tank
containers grew from there.
[0009] This developmental mentality has produced a number of
detriments, many of which are direct products of these design
constraints. With respect to total costs, it is important in bulk
shipping that little available payload is wasted on a per run
basis. The tank within the frame is sized to maximize the space
available, and a typical prior art tank container 20 feet in length
carries a maximum of 26,000 liters with a product payload weight of
48,000 pounds or less due to US federal highway gross weight
restrictions, bridge laws, and axle load restrictions, collectively
referred to herein as the applicable legal restrictions. In greater
detail, a gross vehicle weight is not permitted to exceed 80,000
pounds, which includes the tractor, the payload, and either the
chassis and container or the integrated non-intermodal trailer.
[0010] While such tank container is generally matched in overall
dimension to the shortest size of dry goods containers, the weight
still exceeds that of the largest dry goods containers which are
limited by the applicable legal restrictions. In order to
accommodate such tank container on over-land truck use, a chassis
is provided that is significantly different from that employed for
dry goods use.
[0011] A chassis for dry goods use, along with a container thereon,
gives a casual observer the impression of a typical semi
tractor-trailer arrangement. One would see a semi tractor with a
driver's cab, a chassis with the container thereon that looks like
a typical non-intermodal trailer, and a fifth wheel hitch
connecting the two. The overall height, width, and length of the
chassis and container are substantially similar to that of the
non-intermodal trailer. The intermodal dry goods container is
lowered and secured onto the chassis after removal from a ship, or
a railcar, or another truck, etc., transported to another location,
and then removed from the chassis, while the standard trailer is
loaded and unloaded at each point (often being laden with
palletized loads).
[0012] In considering the chassis for a prior art intermodal tank
container, the two things that should be recognized are the
container's laden weight, both in relative terms to a laden dry
goods container and in gross terms, and the overall shape of the
tank. As discussed above, the loaded tank container is much heavier
than a loaded dry goods container, and the chassis for a dry goods
container is designed only to accommodate the weight of the dry
goods container. At only 20 feet in length versus a 40-foot dry
goods container, the greater weight of the loaded tank container is
over a smaller length. Accordingly, a chassis for a tank container
is specially designed for these physical characteristics.
[0013] A tank chassis is commonly referred to as a gooseneck,
drop-deck chassis due to its shape and lower deck height.
Longitudinally extending supports or beams span between a rear
wheel assembly and the hitch connection. Because the weight of the
tank container is concentrated over the 20 foot span of the
container, these beams are much larger and stronger than for a dry
goods chassis. The gooseneck shape and drop deck feature are
results of the transported material being liquid: liquid moves
around during transport, and this weight shifting combines with
effects from being elevated to produce lateral forces that threaten
rolling of the tank and chassis. The gooseneck and drop deck
features lower the center of gravity of the tank container and,
hence, the combination of the tank container and chassis to make
the combined load more stable. In fact, the bulk of the weight of
the beams is positioned between the rear wheel assembly of the
chassis and a rear wheel assembly of the semi tractor, below the
hitch connection.
[0014] While providing the tank container with the minimal overall
dimensions of the smallest dry goods container, the resulting 20
foot tank container is nonetheless heavier than a 40 or 53 foot dry
goods container, requiring a purpose specific chassis to be
utilized. While a tank container chassis is much more expensive to
build, it is unsuitable for use with dry goods containers (other
than 20 foot dry goods containers).
[0015] As noted above, the gross vehicle weight is restricted by
the applicable legal restrictions to 80,000 pounds. For a prior art
intermodal container tank container and its accompanying tractor
and chassis, the weight of the payload is generally in the range of
46,000 pounds to 48,000 pounds, which is partly restricted by the
weight of the heavy gooseneck, drop-deck chassis required. For
non-intermodal trailers, a similar range of payload weight is also
achieved, largely due to the requirement of the larger
tractor/sleeper necessary for OTR applications.
[0016] For prior art intermodal tank chassis, a special type of
suspension is generally required, known as a spread axle rear
tandem suspension that meets the US applicable legal restrictions.
Under the gross vehicle weight restrictions, the 80,000 pounds is
allotted to 12,000 pounds over the tractor front axles, 34,000 over
the tractor rear axles (i.e., proximate the hitch connection), and
34,000 over the trailer/chassis rear axle pair. However, the prior
art intermodal tank and chassis concentrates too much weight at the
tractor rear axles. There is an exception to the 34,000 pounds on
the rear axle for the spread axle rear tandem set up: by shifting
the front axle of the two axles of the chassis rear pair to a 9'1''
spread (as opposed to the typical 49'' spread), one is permitted to
have up to 39,000 pounds on this pair, as the weight is distributed
over a greater area.
[0017] The spread axle rear tandem suspension is virtually required
for an intermodal tank chassis. However, these systems are heavier,
more expensive to operate, cause excessive tire wear, and are less
maneuverable than a standard closed tandem suspension.
[0018] It should also be noted that, generally speaking, containers
less than 40 feet present issues for stacking in rail cars. A pair
of 20 foot containers are not stacked on top of a 40 or 53 foot
container. The larger container does not have intermediate support
points for the interior ends of the shorter containers. So, 20 foot
containers (including all prior art intermodal tank containers)
need to be either on the bottom of a stacked arrangement or on top
of another 20 foot container. For this reason, the need to
transport a single or odd number of 20 foot containers results in
wasted rail capacity.
[0019] Accordingly, there has been a need for an improved
intermodal tank container, an improved chassis for intermodal tank
containers, and related components and methods for using intermodal
tank containers.
SUMMARY
[0020] In accordance with an aspect, a tank container for
intermodal liquid tank transport is disclosed including a single
tank vessel having a non-rectangular cross-section for storing and
discharging liquid, a manway for access to the interior of the
vessel, the manway disposed on the top of the vessel, and a
discharge valve mounted at a rear portion of the vessel, including
a front frame secured at least to a front end of the vessel, the
front frame having at least two vertical supports capable of
supporting another intermodal container, and including a second
frame secured at least to a rear end of the vessel, the front frame
having at least two vertical supports capable of supporting another
intermodal container, wherein the vessel is mounted between the
frames, the tank container has a length and a width that position
the vertical support posts at approximately 8 feet apart in a
lateral direction and approximately 40 feet apart in the
longitudinal direction in accordance with ISO intermodal shipping
container standards, and the tank container is no greater than
approximately 6 feet, 4 inches, in height.
[0021] In some forms, the front frame and rear frame are mounted
directed to the vessel, the sides of the vessel are generally free
of frame members running the length of the tank container, the tank
container further including a ladder mounted to a lateral side of
the tank container proximate the manway.
[0022] In some forms, the tank container further includes a
cladding system mounted to an exterior surface of the vessel, the
cladding system defining the exterior of the tank container in the
region between the front and rear frames, the cladding system
including spacers for securing portions of cladding material with
the vessel, the spacers being formed with offset portions and of a
polymeric material so as to be resiliently deformable.
[0023] In some forms, the vessel holds at least 26,000 liters of
liquid.
[0024] In other forms, different vessels may hold between 20,000
liters and 27,000 liters. In such other forms, a diameter is
provided for the vessel such that the payload is approximately 80%
or greater of the available volume.
[0025] In another aspect, an arrangement for intermodal liquid
transport is disclosed including a chassis adapted for hitch
connection with a tractor, the chassis having a rear wheel
assembly, a pair of straight, generally parallel beams defining a
generally flat upper surface for removably receiving an intermodal
container, the flat upper surface providing a support of and
extending at least 40 feet, the flat upper surface extending to and
between a point at least above the rear wheel assembly and a point
forward of the hitch connection, a front crossbeam extending
laterally between the parallel beams and located at a forward
region of the flat upper surface and forward of the hitch
connection, and a rear crossbeam extending laterally between the
parallel beams and located at a rearward region of the flat upper
surface and rearward of the rear wheel assembly, and including a
tank container no greater than approximately 6 feet, 4 inches, in
height, the tank container removably supportable by the chassis on
the front and rear crossbeams thereof, the tank container having a
front frame and a rear frame each having a pair of vertical support
posts mateable with the front and rear crossbeams in a
predetermined position, the vertical supports defining a footprint
of 40 foot in length and 8 feet in width in accordance with ISO
standards for intermodal container stacking, and a single tank
vessel for storing and discharging liquid, the vessel mounted
between the frames. The width of the tank container may exceed the
width of the vertical supports, such as by being 102'' wide.
[0026] In some forms, the vertical supports conform to railroad
stacking standards to permit stacking of three like tank containers
by aligning the vertical supports. At 6'4'' in height for each tank
container, three-high is within the current height limit of 19',
the same height used for stacking two 9'6'' high-cube dry
containers.
[0027] In some forms, the chassis further includes a rear,
intermediate crossbeam extending laterally between the parallel
beams, and the tank container further includes a rear support
disposed on the tank container to be received in a mating
relationship with the structure proximate the rear, intermediate
crossbeam, each of the front, rear, and rear intermediate
crossbeams including structure for preventing lateral shifting of
the tank container relative to the chassis.
[0028] In some forms, each of the front and rear crossbeams include
ramp surfaces for guiding positioning of the tank container when
removably lowered onto the chassis.
[0029] In some forms, the front and rear crossbeams include
structure allowing the chassis to lock with the tank container, and
the rear intermediate crossbeam is a passive structure engaged and
disengaged only by action of the raising or lowering the tank
container relative to the chassis.
[0030] In some forms, the chassis further includes a front,
intermediate crossbeam and a pair of landing gear positioned at the
intermediate crossbeam, and the tank container further includes a
front support positioned to engage the front, intermediate
crossbeam, the weight of the tank container being supportable at
the front, intermediate crossbeam and landing gear when the chassis
is separated from a tractor hitch.
[0031] In another aspect, a tank container for storing and
transporting liquid is disclosed, the tank container removably
disposable with a rail car and with an OTR chassis having front,
rear, and at least a first intermediate crossbeams, each crossbeam
having structure for receiving a portion of the tank container
therebetween for resisting lateral forces due to liquid in the tank
container, the tank container including a single tank vessel having
a non-rectangular cross-section for storing and discharging liquid,
a front frame secured at least to a front end of the vessel, the
front frame having at least two vertical supports capable of
supporting another intermodal container, and a second frame secured
at least to a rear end of the vessel, the front frame having at
least two vertical supports capable of supporting another
intermodal container, wherein the vessel is mounted between the
frames, the tank container having a length and a width that
position the vertical support posts at approximately 8 feet apart
in a lateral direction and approximately 40 feet apart in the
longitudinal direction in accordance with ISO intermodal shipping
container standards, and the tank container being no greater than
approximately 6 feet, 4 inches, in height.
[0032] In some forms, the vessel has a length less than 40 feet,
has a height no greater than 6'4'', and has a capacity between
approximately 26,000 liquid liters and approximately 27,000 liquid
liters. As noted, a capacity for some vessels may be in the range
of 20,000 liters to 27,000 liters.
[0033] In another aspect, a chassis for use with an intermodal tank
container is disclosed, the chassis adapted for hitch connection
with a tractor and including a rear wheel assembly, a pair of
straight, generally parallel beams defining a generally flat upper
surface for removably receiving an intermodal container, the flat
upper surface providing a support of and extending at least 40
feet, the flat upper surface extending to and between a point at
least above the rear wheel assembly and a point forward of the
hitch connection, a front crossbeam extending laterally between the
parallel beams and located at a forward region of the flat upper
surface and forward of the hitch connection, a rear crossbeam
extending laterally between the parallel beams and located at a
rearward region of the flat upper surface and rearward of the rear
wheel assembly, and a rear, intermediate crossbeam extending
laterally between the parallel beams, wherein each of the
crossbeams including structure for receiving a portion of the tank
container therebetween in a mating relationship to resist lateral
forces from shifting of liquid in the tank container.
[0034] In some forms, the chassis further includes a front,
intermediate crossbeam and a pair of landing gear positioned at the
intermediate crossbeam for supporting the weight of the tank
container when the chassis is separated from a tractor hitch.
[0035] In some forms, the chassis further includes an air ride
system capable of raising or lowering at least a rear end of the
chassis to assist in fully discharging from the tank container when
received on the chassis.
[0036] In another aspect, an arrangement for intermodal liquid tank
container usage is disclosed including a chassis having a rear end,
a rear wheel assembly disposed proximate and forward of the rear
end, a front end, a hitch connection disposed proximate and
rearward from the front end, the hitch connection for connection
with a tractor, landing gear for supporting the chassis and tank
container thereon when the chassis is not supported by a tractor, a
front crossbeam including structure for mating with the tank
container, the front crossbeam located forward of the hitch
connection and at the front end, a rear crossbeam including
structure for mating with the tank container, the rear crossbeam
located proximate the rear end, and a pair of straight beams
extending between the front end and rear end and secured with the
front and rear crossbeams, and including a tank container at least
40 feet in length, 8 feet or 8 feet, 6 inches, in width, and no
greater than approximately 6 feet, 4 inches, in height, the tank
container removably supportable by the front and rear crossbeams of
the chassis, the tank container having a non-rectangular vessel
extending generally the entire length of the tank container and
capable of storing liquid therein, and frame portions at front and
rear ends of the tank container securable with the front and rear
crossbeams respectively, wherein the vessel and straight beams have
a sufficient strength for resisting lateral forces exerted on the
arrangement by liquid movement within the vessel.
[0037] In some forms, the chassis includes an air ride system for
raising and lowering the rear end of the chassis.
[0038] In some forms, the front and rear crossbeams include a pair
of vertical portions, a portion of each respective frame is
received between the vertical portions, and the vertical portions
are received within notches of the frame.
[0039] In some forms, the chassis further includes at least one
intermediate crossbeam located proximate the landing gear, and the
tank container includes at least one intermediately positioned
support received by the chassis at the intermediate crossbeam when
the tank container is positioned on the chassis, and the
intermediately positioned support is laterally constrained by
structure at the intermediate crossbeam when the tank container is
positioned on the chassis.
[0040] In some forms, the chassis has a height comparable with a
non-intermodal OTR tank trailer, the chassis includes a fifth wheel
hitch connection, the chassis includes an air ride suspension
system operable to position a rear of the chassis from
approximately 54'' during driving operation and storage and to
position the rear of the chassis at approximately 50'' during
discharge of the tank container vessel, and the chassis includes a
rear, intermediate crossbeam, wherein the front and rear crossbeams
each have ramped surfaces for guiding the front and rear frames of
the tank container into proper position.
[0041] In some forms, the frame portions include front and rear
frames each including a crossbar for mating with the respective
front and rear crossbeams of the chassis, the tank container
including a storage capacity of approximately 20,000 to 27,000
liters, and including a cladding system including polymeric spacers
between the vessel and the cladding, the polymeric spacers being
resiliently deformable.
[0042] In another aspect, a method for transporting liquid is
disclosed including the steps of providing a non-rectangular vessel
for receiving and discharging of the liquid, adapting a frame
system on the vessel including providing vertical support posts at
ISO standard positions of approximately 8 feet by 40 feet,
selectively disposing the vessel and frame system on and removing
the same from transportation equipment.
[0043] In some forms, the step of selectively disposing includes at
least one of the following: removably securing the vessel and frame
system with a rail car, with another vessel and frame, or with an
over the road tractor.
BRIEF DESCRIPTION OF THE DRAWINGS
[0044] In the Figures, FIG. 1 is a PRIOR ART side elevation of an
intermodal tank transportation system including a tractor, a prior
art gooseneck, drop-deck chassis, and a prior art tank
container;
[0045] FIG. 2 is a side elevation view of a tank container of the
present invention and a chassis of the present invention for
supporting the tank connector, the chassis being connected by a
hitch connection with a tractor;
[0046] FIG. 3 is a perspective view of the tank container showing
support frames on each end thereof and a section of cladding
removed from the tank container to expose a cladding support and an
internal tank;
[0047] FIG. 4 is a partially exploded perspective view of a vessel
of the tank container showing head caps for closing ends of the
vessel;
[0048] FIG. 5 is a perspective view of the vessel generally
corresponding to FIG. 4 and showing a discharge assembly disposed
at a rearward end of the vessel;
[0049] FIG. 6 is a top plan view of the vessel of FIG. 4 further
showing a centrally located manway assembly and a pair of cleaning
ports positioned longitudinally from the manway assembly;
[0050] FIG. 7 is a side elevational view of the vessel of FIG. 6
showing forward and rearward mounting brackets for securing
respective forward and rearward frames;
[0051] FIG. 8 is a bottom plan view of the vessel of FIG. 6 showing
the forward and rearward mounting brackets in pairs and showing a
plurality of steam runs extending longitudinally along the length
of the vessel and terminating at the vessel rearward end steam
inlets and outlets;
[0052] FIG. 9 is a top plan fragmentary view of the detail 9-9 of
FIG. 6 showing a manway assembly with a pair of pressure release
valves located proximate thereto, a top discharge port, and an air
valve;
[0053] FIG. 10 is a side elevation view taken through the line
10-10 of FIG. 6 showing the position and arrangement of the
pressure release valves of FIG. 9;
[0054] FIG. 11 is a top plan view of the detail 11-11 of FIG. 6
showing a cleaning port;
[0055] FIG. 12 is a side elevation view of the rearward end of the
vessel showing the steam inlet and outlet, and showing a discharge
valve;
[0056] FIG. 13 is a bottom plan view of the vessel with the frames
secured with the forward and rearward mounting brackets and
intermediate passive restraints in the form of tank supports;
[0057] FIGS. 14 and 15 are inner and outer perspective views,
respectively, of the rear frame of FIG. 13;
[0058] FIG. 16 is an inner perspective view of the front frame of
FIG. 13;
[0059] FIGS. 17-19 are perspective fragmentary views of the vessel
and the rear frame secured thereto;
[0060] FIG. 20 is a perspective view of a front and a rear support
securable with the vessel for mating with the chassis;
[0061] FIG. 21 is a front elevation view of the rear support of
FIG. 20;
[0062] FIG. 22 is a front elevation view of the front support of
FIG. 20;
[0063] FIG. 23 is a perspective view of a ladder assembly securable
with the vessel;
[0064] FIG. 24 is an exploded perspective view of the cladding
system for the tank container including support rings and spacers
for securing cladding sections with the vessel;
[0065] FIGS. 25 and 26 are side elevation views of a portion of a
spacer having a series of offset portions for absorbing impact
against the cladding;
[0066] FIG. 27 is a perspective view of the tank container and
chassis in a general relative orientation in which the tank
container may be lowered onto the chassis for transport
thereby;
[0067] FIG. 28 is a top plan view of the chassis of FIG. 27 showing
a pair of parallel beams for supporting the tank container and
displaying certain lateral forces acting upon the chassis, the tank
container, and a ground surface when in use;
[0068] FIG. 29 is a perspective detail view of a rear support
portion of the chassis showing rear posts receivable by the tank
container;
[0069] FIG. 30 is a perspective detail of the chassis with the tank
container secured therewith, the chassis having a rear,
intermediate interface connection engaged with the rear support of
the tank container;
[0070] FIG. 31 is a perspective detail view corresponding to FIG.
30 showing the intermediate interface connection without the rear
support engaged therewith;
[0071] FIG. 32 is a perspective detail of the chassis having a
front, intermediate interface connection;
[0072] FIG. 33 is a perspective detail view corresponding to FIG.
32 showing the tank container front support engaged with the front,
intermediate interface connection;
[0073] FIG. 34 is a perspective detail view of a front support
portion of the chassis showing front posts receivable by the tank
container;
[0074] FIG. 35 is a perspective detail view of the front support
portion of the chassis showing the tank container engaged with the
front posts of FIG. 34;
[0075] FIG. 36 is a representative perspective view of three tank
containers of a form of the present invention in a stacked
relationship; and
[0076] FIG. 37 is a representative side elevation view of three
tank containers of a form of the present invention in a stacked
relationship in a well of a well rail car.
[0077] FIG. 38 illustrates an embodiment of the intermodal tank
container and chassis.
DETAILED DESCRIPTION
[0078] As will be discussed in greater detail below, the present
invention presents a novel approach to intermodal tank container
design. In forms, the present invention includes, inter alia, a
tank for storing and transporting and delivering liquid (hazardous
or non-hazardous), a tank container incorporating the tank, and a
chassis for over-land or over-the-road ("OTR") transport of the
tank container. The tank capacity is equal to or greater than the
capacity of a standard prior art intermodal tank container. At
least the height of the tank container is reduced with respect to
prior art intermodal tank containers. The length of tank container
is approximately 40 feet or more allowing the tank container to be
stacked in any fashion that a dry goods container may be and
distributing the weight of the loaded tank container over the
greater length. The reduction in height and increased length
maintain the overall weight of the tank container, when loaded,
within ISO standards. The weight distribution and height of the
tank container combine with a novel chassis, enabling the chassis
to be lighter than a standard gooseneck, drop-deck chassis. The
ability of the tank container to be used intermodally allows
standard drayage tractors to be used for transporting the combined
tank container and chassis over land, allowing a larger
payload.
[0079] Referring initially to FIG. 1, a prior art arrangement for
intermodal transport of liquid is illustrated. A tank container C
is shown having a frame F and a tank T mounted therein. The tank
container C is 8 feet wide by 8 feet, 6 inches high, with an
overall length of 20 feet. The empty tank container C weighs
approximately 8,000 pounds and accommodates a maximum volume of
26,000 liters.
[0080] The tank container C is supported at its ends E on a
gooseneck, drop-deck-style chassis G. As can be seen, the chassis G
includes longitudinally extending beams B. The beams B have a
rearward portion supported by rear wheel assembly RW and angle
slightly downwardly in the forward direction therefrom through a
support region SR on which the tank container C rests. The support
region SR includes designated support points typically in the form
of twistlocks L for simply and quickly aligning the tank container
C during descent to the support region S and locking therewith.
[0081] Generally speaking, the beams B must be of a sufficient
strength to support the concentrated weight of the loaded tank
container C in the support region SR. In comparison to a dry goods
chassis (not shown), the beams B are much larger and, consequently,
heavier and more expensive. The chassis G takes the name
"gooseneck, drop-deck" from its shape, specifically, the bend and
upward shift U to the beams B leading to a forward region FR. This
bend U forms an offset for the forward region F, and the beams B
again require greater strength (and material and weight) to
accommodate this bend U. A pair of landing gear in the form of
posts P may be raised when connected to a tractor TR, though they
are illustrated in a lowered position as would be used when the
chassis G is disconnected from the tractor TR.
[0082] The overall geometry of the beams B is generally dictated by
the weight of the load, and the various support points (ends E,
posts P, rear wheel assembly RW), and the position of a hitch
connection H. The hitch connection H is typically a fifth wheel
connection supported over a wheel assembly WA of the tractor TR. In
all, the bend U is required by the need to maintain the center of
mass/gravity of the tank container C and the chassis G low enough
to minimize outward rolling forces. The beams B require a large
amount of strength due to the vertical load bearing requirements
and geometry; additionally, the beams B must resist lateral forces
(such as occur during turning of the tractor TR/chassis G) from the
liquid in the tank container C shifting.
[0083] Due to these features, the prior art intermodal tank
assembly is expensive in operation and in individual components.
The weight of the chassis G is high due to the strength
requirements for the beams B, totaling 7,690 pounds. As discussed,
the gross vehicle weight is generally 80,000 pounds and the weight
of the chassis G, including a spread axle rear tandem suspension
(not shown), reduces the amount of payload that can be transported.
For OTR trailers, one needs to use the larger, heavier OTR
tractor/sleeper as the OTR distances are much greater, intermodal
loads generally being short local routes. It should be noted that
the Union Pacific rail company offers a service called BulkTainer
in which Union Pacific arrives at a customer's site with tank
containers, gooseneck, drop-deck chassis, and tractors, picking up
the bulk materials to be transported, moving the loaded tank
container to a train, transporting the tank container via rail to a
destination location, and then delivering the tank container with a
second chassis and tractor. In 20+ years, the BulkTainer service,
has failed to achieve significant use due to the restrictive
equipment from a weight standpoint, the lack of acceptance by users
such as shippers and consignees and trucking community due to
appearance and operation, and limits on payload.
[0084] FIG. 2 illustrates a general illustration of a form of
intermodal tank container transportation in accordance with aspects
of the present invention. An intermodal tank container 10 is
illustrated as being secured on an intermodal OTR chassis 12, the
chassis 12 being secured at a hitch connection 14 with a tractor
16.
[0085] The tank container 10 includes a frame 20 at each end 22,
the frame 20 including vertical support posts 24 positioned
longitudinally at 40 feet and 8 feet wide, so as to conform with
ISO dimensions for both dry goods and liquid tank containers.
Accordingly, the tank container 10 has generally the same footprint
as stackable dry goods containers and can be combined with
stackable dry goods containers and with rail well cars without
regard to the type of the other containers.
[0086] However, the tank container 10 and its frame 20 are
significantly reduced in height, to approximately 6 feet, 4 inches
tall. Because the tank container 10 is 40 feet long, it does not
need to be combined with a second container to form a full stack
layer, as the prior art intermodal or other 20-foot container would
require.
[0087] The chassis 12 is significantly reduced in weight in
comparison to the prior art intermodal gooseneck, drop-deck chassis
G. The chassis 12 weighs approximately 5,750 pounds, over 2000
pounds less than the gooseneck, drop-deck chassis G. This weight
reduction is a significant materials cost savings. Considering the
combined weight of the tank container 10 (loaded), the chassis 12,
and the tractor 16 is approximately as being roughly the same
80,000 pounds as the prior art assembly of FIG. 1, the reduction in
2000 pounds due to the different chassis affords 2000 more pounds
available for payload, while still remaining within the applicable
legal restrictions. Additionally, the lighter drayage tractor can
be used, as intermodal is local only (i.e., not OTR, through
mountain passes, etc.).
[0088] Each of these features will be discussed in greater detail,
beginning with the tank container 10 illustrated in FIG. 3. The
components of the tank container 10 are the frames 20 positioned at
each end 22, an internal tank or vessel 30, cladding 32, cladding
supports 34, a ladder 36, a walkway 38, and a manway 40, as well as
several additional components and fittings. FIG. 3 illustrates the
tank container 10 with a portion 32a of the cladding 32 removed to
expose the cladding supports 34 and the vessel 30. Intermediate the
cladding 32 and the vessel 30 is insulation 42 as is known in the
art and which may be, for instance, rockwool and may be
multi-layered.
[0089] FIGS. 4 and 5 depict features of the vessel 30. The majority
of the body of the vessel 30 is a tubular barrel 50 constructed in
accordance with known techniques and materials in the field of the
art. The barrel 50 is generally non-rectangular, preferably ovoid
or cylindrical in cross-section, and by definition capable of
storing liquid. Each end of the barrel 50 is closed by an end cap
52 welded to the barrel 50. Outboard from the end caps 52 are
annular flange extensions 54 for mounting a face plate 56. Along
the length of the barrel 50 a series of channel fittings 58 are
mounted for securing the cladding 32 and including vacuum rings
58a. The barrel 50 has an approximate length of 40', including the
end caps, an inner diameter of approximately 6'7.5'' (1714 mm), a
wall thickness of 4.4 mm, and an end cap thickness (head) of 4.8 mm
to 5.0 mm. The vessel 30 has a total volume of approximately 27,000
liters, which is approximately 1000 liters more capacity than the
prior art intermodal tank of FIG. 1.
[0090] Comparing FIGS. 5 and 6, the barrel 50 has a number of
openings 60 providing access to the interior of the barrel 50 for
various fittings and accessories. Two of the openings 60 allow for
rearward and forward cleaning ports 64, also illustrated in FIG. 11
with a box 66 therearound for protecting the ports 64. One of the
openings 60 is sized for the manway 40 so that a human can enter
and exit the interior of the vessel 30, such as might be done for
repair, specialized cleaning, or inspection. Proximate the manway
40 is a pair of pressure release valves 70, a secondary or spare
top discharge port 72, and an air valve 74. A central box 76
surrounds the manway 40 and the nearby fittings.
[0091] FIGS. 7 and 8 illustrate additional structures for mounting
the frames 20 with the vessel 30. A rear bracket 80 and a forward
bracket 82 are shown in FIG. 7 and are shown with respective paired
brackets 80, 82 in FIG. 8. These brackets 80, 82 are generally
arcuate so as to follow and secure with the exterior contour of the
barrel 50. Brackets 80, 82 receive legs 120 from the front and rear
frames 20a, 20b, as shown in greater detail in FIG. 13.
[0092] FIGS. 7 and 8 also illustrate the rear brackets 80 including
structure 90 for mating with a rear support 94, and illustrate a
support bracket 92 for mating with a front support 96, the rear
support 94 and front support 96 detailed in FIGS. 20-22. The
supports 94, 96 provide several functions. Referring back to FIG.
2, it can be seen that the front support 96 is positioned over the
landing gear 98 so that when disconnected from the tractor 16 the
weight of the vessel 50 and the tank container 10 is transmitted
directly to the landing gear 98. The rear support 94 is positioned
so that it is a short distance in front of the rear wheel assembly
99 of the chassis 12. As will be discussed in greater detail below,
the supports 94, 96 are passively connected with the chassis 12 so
as to resist lateral (horizontal plane) bending forces on the tank
container 10.
[0093] A principle discharge port 100 is provided at the rearward
of the tank container ends 22. As points of reference, the
discharge port 100 can be seen illustrated in FIGS. 3, 8, and 12.
The discharge port 100 is positioned proximate a short deck 102
(FIG. 2) when the tank container 10 is disposed on the chassis 12,
which is akin to a standard non-intermodal trailer so that a user
can operate the discharge port 100 from the rear of the tank
container 10 and chassis 12. In contrast, a discharge (not shown)
on the intermodal tank container C is located approximately and 13
to 15 feet from the rear end of the chassis G.
[0094] Adjacent the discharge port 100 are a steam inlet 108 and a
steam outlet 110, as seen in FIGS. 12, 13, and 19. The steam inlet
108 and steam outlet 110 are connected to a steam line 112 best
seen in FIG. 8. Steam can be input at the steam inlet 108 and makes
essentially four longitudinal trips along the length of the barrel
50 before reaching the steam outlet 110: a first trip from rear to
front, a first return, a second rear to front trip, and a final
return to the outlet 110. In FIG. 13, the steam line 112 is shown
as being channel tubing 114 welded directly to the barrel 50.
[0095] The frames 20 are shown connected with the vessel 30 in FIG.
13 and shown separately as rear frame 20a in FIGS. 14 & 15 and
as front frame 20b in FIG. 16. As can be seen, each frame 20
includes a pair of legs 120 extending inwardly relative to the
longitudinal direction of the vessel 30 and extending inboard
towards the center of the vessel (i.e., towards the midpoint along
the length of the vessel). The legs 120 secure with the brackets 80
and 82. A rectangle 124 of square tubing sections 126 is positioned
at and around the end caps 52, angle brackets 128 spanning the
corners of the rectangle 124 for strength and for securing with the
face plates 56 (FIG. 4). The rectangle 124 includes the pair of
vertical posts 24 having sufficient strength to support multiple
tank containers 10 being stacked thereupon, as is generally known
for stacking intermodal containers. As can be seen by comparing
FIGS. 15 and 16, the rear frame 20a has a notch formed 132 in a
lower crossbar 134 that provides clearance for the discharge valve
100 and steam inlet 108 and steam outlet 110, noted above and best
seen in FIG. 12, while a lower crossbar 136 of the front frame 136
does not. Each of the frames 20 includes a plate 140 having
rearwardly extending elbow plates 142. When the frame 20 is secured
with the vessel 30 of FIG. 5, the plate 140 abuts the face plate 56
and the elbow plates 142 are welded or otherwise secured to the
exterior of the barrel 50, as illustrated in FIGS. 17 and 18. The
legs 120 are connected by a brace 150 with the lower crossbars 134,
136. A document holder 152 is mounted on the rear lower crossbar
134.
[0096] The front and rear supports 94, 96 assist in aligning the
cladding 32. That is, each support 94, 96 extends through the
cladding 32 and, thus, a shoulder 159 is provided on each support
94, 96 that assists in and confirms proper alignment of the
cladding 32, the supports 94, 96, and the barrel 50. The front and
rear supports 94, 96 also have studs 160 thereon for mating with
the chassis 12, as will be discussed in greater detail below. It
should be noted that the illustrated front and rear supports 94, 96
are not identical. Each is designed in the present form for the
particular forces and use at the point on the vessel 30 with which
the supports 94, 96 are installed. However, it is also recognized
that one may be smaller, depending on weight necessity, resulting
in a materials savings, or one may elect to provide identical
supports 94, 96 in order to reduce the number of unique components
required for assembly. Each of the supports 94, 96 is arcuate along
top edges 166 for mating with and following the curve of the
exterior of the barrel 50.
[0097] FIG. 23 illustrates the ladder 36. The ladder 36 is
positioned along a side of the tank container 10, as opposed to a
rear end as is generally known for prior art intermodal tank
containers. The prior art arrangements are partly the result of the
tank frame having upper and lower horizontal frame members
extending along the longitudinal direction so that the frame
defines a rectangular box, the horizontal frame members forming the
corners of the box; a ladder on a side would thus have to find a
way to allow a person to climb over or under these horizontal frame
members. Additionally, the prior art requires a worker to climb
onto the chassis G at the rear end and walk across the chassis G to
attach a discharge hose to the rear end of the prior art tank T,
which is dangerous in inclement or icy weather or when the chassis
G has other material (such as oil) on its surface. If the worker is
to climb the ladder in order to climb atop the tank container T,
that worker must walk approximately 1/2 the length of the tank
container T (10') in order to reach a manway or hatch (not
shown).
[0098] The general construction of the ladder 36 is to allow the
ladder 36 to curve along the profile of the tank container 10 and,
preferably, along the curve of the barrel 50. The ladder 36
includes side plates 170 with rungs or step plates 172 extending
therebetween. The position of the ladder 36 allows quicker, safer,
and easier access for personnel to the walkway 38 on the top of the
tank container 10, as well as to the manway 40 and cleaning ports
64, etc. As the frames 20a, 20b secure directly with the vessel 30,
without frame members running the length of the tank container 10
as is known for the prior art, the ladder 36 is free to be
positioned on the side, and materials for the frame 20a, 20b are
reduced in comparison to the prior art. A retractable ladder 36a is
provided on the chassis 12 and, specifically in the present form,
has a hinged connection 300 connected to first and section ladder
beams 302 extending between chassis beams 202 (see FIGS. 2 and 27).
This arrangement for the ladders 36, 36a, is much safer as a worker
need not traverse a deck of the chassis 12, and always has a
handhold available when attempting to reach the manway 40.
[0099] The cladding 32 is illustrated in FIG. 24 along with
cladding supports 34 and spacers 180. Vacuum rings 58a are
provided, as is known in the art, to assist in preventing tank
collapse during discharge. The cladding supports 34 secure over and
around the vacuum rings 58a (see FIG. 3). The spacers 180 are
placed on the outside of the cladding supports 34 so that the
spacers 180 actually span between and connect the cladding 32 with
the cladding supports 34. The spacers 180, best seen in FIGS. 25
and 26, are strips of a relatively rigid plastic material that has
a series of "egg cup" recesses or offset portions 180a. The spacers
180 are curved during installation with the cladding supports 34 to
have the same curved profile while retaining the offset portions
180a in such an arrangement. In the event the cladding 32 is
struck, the spacers 180 absorb the shock. However, the offset
arrangement and selection of resiliently deformable materials for
these spacers 180 allow for some bounce back to their original
shape. Thus, the resilience of the spacers 180 results in less
damages to the cladding 32 and less maintenance thereof. The
spacers 180 are also used in generally straight strips 180b along
the top and bottom of the barrel 50, as is illustrated in FIG. 24.
It should also be noted that the polymeric material of the spacers
is less of a heat sink than traditional aluminum spacers which have
a very high thermal conductivity.
[0100] The tank container 10 is generally raised or lowered
vertically with respect to the chassis 12 as represented by FIG.
27. The longitudinal direction of the tank container 10 is aligned
with a longitudinal direction of the chassis 12 so that the ends 22
of the tank container 10 positioned with ends 200 of the chassis
12, as will be discussed in detail below.
[0101] The chassis 12 includes a pair of parallel beams 202
generally in the shape of an I-beam. The beams 202 terminate at
front and rear crossbeams 204, 206, respectively. The frames 20 of
the tank container 10 are aligned with and rest upon the crossbeams
204, 206 such that the weight of the tank container is supported by
the crossbeams 204, 206. The front crossbeam 204 is positioned a
short distance forward of a hitch pin 208 of the hitch connection
14, which allows for a relatively small moment arm for the weight
relative to the hitch connection 14. The chassis 12 further
includes a front, intermediate crossbeam 210 and a rear,
intermediate crossbeam 212, and an engagement interface 214 for
passive mating with the tank container 10 is provided at each.
[0102] The rear crossbeam 206 is shown in FIG. 29 has having a
generally horizontal support surface 220 spanning laterally between
upstanding guide/lock posts 222. When the tank container 10 is
lowered onto the chassis 12, ramps 224 on the guide/lock posts 222
serve to properly align the rear frame 20a of the tank container 10
onto the chassis 12 and onto the rear crossbeam 206. The guide/lock
posts 222 are sized so that there is a relatively close fit within
notches 133 (FIG. 14) in the lower crossbar 134 of the rear frame
20a, thus providing a relatively specific position for the tank
container 10 on the chassis 12. Laterally outboard from the
guide/lock posts 222 are lock plates 226 for receiving twistlocks
(not shown) as are conventionally known in the field of the
art.
[0103] The engagement between the engagement interface 214 of the
rear, intermediate crossbeam 212 and the rear support 94 is shown
in FIGS. 30 and 31. The engagement interface 214 includes a flat
230 spanning laterally across the crossbeam 212 and includes a pair
of U-shaped plates 232 secured laterally outwardly from the beams
202, with the flat 230 therebetween. The U-shaped plates 232 have
first and second leg portions 234 secured with its respective beam
202, each extending above the beam 202 and joined by a crossplate
236. A notch 238 is formed in each of the leg portions 234
proximate the top of the beam 202 and the flat 230, with the leg
portion 234 positioned outwardly from the notch 238 and extending
with the notch to the crossplate 236. The rear support 94 includes
a pair of horizontal flats 240, 242, the first flat 240 being
formed on the stud 160 (FIG. 21) and the second flat 242 being
formed above the first flat 240 so that a shoulder 244 is formed
therebetween. When the tank container 10 is lowered onto the
chassis 12, the rear support first flat 240 rests on the flat 230
of the crossbeam 212, the rear support second flat 242 rests on the
crossplate 236, and the rear support shoulder 244 abuts the notch
238 in the leg portions 234. In the presently illustrated form, a
riser 248 is disposed between the crossbeam flat 230 and the rear
support first flat 240. It should be noted that the shoulder 244
and the notch 238 are relatively closely mated, preferably squared
to each other.
[0104] An arrangement similar to, though simplified from, that of
the rear, intermediate crossbeam 212 and the rear support 94 is
provided for the front, intermediate crossbeam 212 and the front
support 96 (see FIGS. 32 and 33, and also FIG. 22). The front,
intermediate crossbeam 212 includes a flat 250 extending laterally
and, in fact, includes a pair of flats 250a, 250b formed on
respective crossbeam members 212a, 212b. Between the junctions
between the crossbeam members 212a, 212b and the beams 202 are
risers 252 upon which the studs 160 of the front support 96 (FIG.
22) rest when the tank container 10 is positioned on the chassis
12. In contrast to the rear, intermediate crossbeam 212, there is
no notch/shoulder engagement between the front support 96 and the
chassis 12. The crossbeam members 212a, 212b extend outwardly below
the beams 202 and form securement points for the landing gear 98.
As such, the weight of the tank container 10 may be more directly
transferred through and supported by the landing gear 98 when the
chassis 12 and tank container 10 thereon are disconnected from the
hitch connection 14 and the tractor 16.
[0105] Turning now to FIGS. 34 and 35, the front crossbeam 204
cooperates with the front frame 20b of the tank container 10 in a
manner similar to that described above for the rear crossbeam 206
and the rear frame 20a. The front crossbeam 204 includes a flat 260
extending across the crossbeam 204 and has guide/lock posts 262
similar if not identical to the guide/lock posts 222 of the rear
crossbeam 206 positioned proximate outboard ends of the crossbeam
204. The guide/lock posts 262 are received within notches 133 (FIG.
16) of the lower crossbar 136 the vertical posts 24 of the front
frame 20b when the tank container 10 is lowered onto the chassis
12. Lock plates 266 are provided on the ends of the crossbeam 204
for use with twistlocks (not shown) or the like for manually
securing the frame 20b with the chassis 12. In addition, a pair of
positioning guides 270 are disposed on the front crossbeam 204. The
positioning guides 270 include a front elbow plate 272 secured such
as by welding in an I-beam fashion with a front surface 274 of the
crossbeam 204, which is generally a square tubing section. The
elbow plate 272 rises above the crossbeam 204 and has a portion
272a angled forwardly away from the crossbeam 204, and a guide
plate 276 is secured to the angled portion 272a to form a chamfer
or ramp 278 against which the lower crossbar 136 of the front frame
20b may ride so as to guide the front frame 20b and the tank
container 10 into proper position with the chassis 12, the front
frame 20b and lower crossbar 136 being received in a receptacle 280
defined by each of the positioning guides 270. Square tubing angle
braces 282 extend from the crossbeam 204 to the beams 202 providing
additional rigidity.
[0106] It should be noted that the notches 133 of the frames 20a,
20b may have a different shape from the illustrated somewhat
rectangular shape, such as by being shaped as a triangle. However,
it is believed that the notches 133 as depicted will result in less
damage from use.
[0107] It should be noted that the engagement interfaces 214
between the intermediate crossbeams 204, 206 are passive. In a
typical railyard or truck depot or other place where containers are
set or lifted from chassis, workers are not used to seeing locks at
places other than the corners. Therefore, it is considered a
feature that workers do not need to be trained in any special
manner for using the tank containers 10 and chassis 12 of the
present invention, and that no significant additional effort or
labor is required.
[0108] As discussed briefly above, the chassis 12 has a reduced
overall weight and construction in comparison to a standard prior
art intermodal tank chassis, such as the gooseneck, drop-deck
chassis G of FIG. 1. This reduction is made possible by features of
both the chassis 12 and the tank container 10. Because the tank
container 10 is longer, the weight thereof is distributed over a
greater span; more importantly, though, is the fact that the
support points (principally the front and rear crossbeams 204, 206)
of the chassis 12 are over the rear wheels 205 (FIGS. 2 and 27) and
over the hitch connection (FIG. 2) so that bending moments are
reduced. This means that the beams 202 need not be as strong. The
bend U of the gooseneck, drop-deck chassis G is also eliminated.
Perhaps the most salient features for reduction of chassis 12
construction, however, are the manner in which horizontal, or
lateral, bending torques are addressed and the elimination of the
need for the spread axle rear tandem suspension, noted above.
[0109] In all tank container applications, the liquid shifts during
movement. When a vehicle is making a turn on a road, the liquid
will tend to move toward the opposite direction as the turn. This
produces a large force through the center of the tank, causing a
prior art tank to bend outwardly and making the prior art tank
susceptible to damage and to rolling, as well as putting tremendous
stress on the chassis. It is this stress that is also one of the
principal reasons for the design of prior art intermodal tank
chassis.
[0110] In the present chassis 12 and tank container 10 arrangement,
the tank container 10 and the chassis 12 cooperate to absorb this
stress. That is, the front and rear crossbeams 204, 206 lock with
the front and rear frames 20a, 20b respectively, and the tank
container rear support 94 locks between (but not with) the rear,
intermediate crossbeam 212. More appropriately, the rear support 94
abuts the notches 238 at the rear, intermediate crossbeam 212. In
this manner, the lateral stresses on the tank container 10 are
largely absorbed by the design of the tank container 10 itself,
principally the barrel 50. Because of the positioning of the
connections between the tank container 10 and chassis 12, no
significant moment arms or torques are generated by the these
stresses in the tank container 10 when they are transmitted to the
chassis 10.
[0111] Turning now to FIGS. 36 and 37, a stack arrangement for the
tank containers can be seen. For standard dry goods containers, a
typical or common height is 8'6'' or 9'6'' so that two dry goods
containers are stacked to 19'. However, ISO standards permit up to
19', and some containers approved for stacking are 9'6'', two of
such containers equaling the 19' ISO limit. The tank container 10
is preferably 6' 4'' in height, at the frames 20a, 20b, which
allows the tank container 10 to be stacked three high within the
19' ISO limit, each tank container 10 still carrying a greater load
(27,000 liters) than a standard intermodal tank container (26,000
liters). It should be noted that forms of the present invention
contemplate identical or substantially identical frames 20a, 20b
being employed a vessel 30 that is reduced in diameter from that
described above so that lower capacities may be used: as loads are
generally expected to be 80% of capacity in order to set a maximum
allowable sloshing of the payload materials, it may be desirable to
reduce the vessel diameter so that a payload of approximately
20,000 liters is provided with the same overall dimensions for the
tank container 10 as generally described herein. It should also be
noted that weight for rail cars is not nearly as significant an
issue as it is for OTR tractors 16. In such a stacking arrangement,
the respective frames 20a, 20b of adjacent tank containers 10 are
locked at the vertical posts 24, such as by twistlocks. FIG. 36
shows a storage stacking, while FIG. 37 shows a stacking capability
within a rail well car 300. For static storage, 3 high is suitable;
if empty, the tank containers 10 may be stacked as high as 9. For
all stacking applications, the tank containers 10 are known to be
suitable for at least 2 high. In any event, the present tank
container 10 of 6'4'' combined with the chassis 12 and a tractor 16
generally places the top of the tank container 10 at approximately
10'4'', from ground to top. The prior art intermodal tank
containers T and chassis G are generally 8'6'' from the chassis
deck, for a total of 12'2''. Due to this height, prior art
intermodal tank containers T are unable to access many of the older
loading racks (top loading) designed for OTR tank trailers
(approximately the same height as the tank 10 and chassis 12 of the
present invention).
[0112] The prior art intermodal tank chassis such as the gooseneck,
drop-deck chassis G positions the tank in an angled or tilted
forward position during travel. For discharge, the front end is
raised with a separate pneumatic system, tilting the tank so that
the liquid can be discharged at a rear end of the tank. As can be
seen in FIG. 1, there is a significant distance from the rear end
of the tank and the rear end of the chassis G, which generally is
in the order of 13-15 feet.
[0113] Noted above, the need for a spread axle rear tandem
suspension is eliminated. For the arrangement of forms of the
present invention, the chassis 12 is provided with an air ride
system as is known for trailers and chassis generally. During
operation, the rear end 12a of the chassis 12 is approximately 54''
from the ground level, and has a short deck 102 thereat, as a
typical non-intermodal tank trailer would have. In the form
illustrated, the chassis 12 is 41'6'', with the rear short deck 102
being approximately 1'2'', which is comparable to what a driver
would expect for a non-intermodal OTR tank trailer. When discharge
is desired, the air ride system is used to lower the rear end 12a
to approximately 50'', making discharge much faster and reducing
the difficult of discharging the heel of the tank completely. The
arrangement is also that which is familiar and comfortable to the
shipping and trucking community, outside of the intermodal tank
arena, and eliminates the need for 13-15 feet of hosing to be
strung up the chassis G of the prior art arrangement, allowing
workers to operate while remaining on the ground, again this
arrangement being more comfortable and known to the workers and,
thus, being more accepted by the community.
[0114] A benefit of the tank container 10 and chassis 12
arrangement is the use within the trucking and shipping community,
certain points discussed above. There is resistance by truckers at
driving more difficult loads, and a premium is exacted for moving
intermodal tank containers and for driving heavier trucks. The tank
container 10 and chassis 12 present no more difficult a load than a
standard tank trailer (i.e., non-intermodal) or other trailer to a
trucker. In fact, the appearance to a trucker, shipper, and
consignee will be relatively transparent, both to the eye and in
practice with the increased safety as the tank meets the higher ISO
standards for intermodal tank containers. The reduced height of the
tank container 10 to 6'4'' places the center of gravity at a level
comparable to that of a non-intermodal tank trailer so that the
rolling risk is the same, and the combination of the tank container
10 and chassis 12 are generally a comparable height as the
non-intermodal tank trailer, as discussed above. The combination of
the tank container 10 and chassis 12 are also suitable for all US
loading racks. These features are important for acceptance by the
trucking and shipping community.
[0115] Because of the expense and difficulty and other deficiencies
discussed herein for prior art intermodal tank containers, the use
of such is not nearly as widespread as intermodal is for dry goods
containers. Much of liquid transport is done by non-intermodal
trailers being driven by truckers. While intermodal transport can
use rail cars to deliver a container in 3 days from Los Angeles,
Calif., to Chicago, Ill., a non-intermodal trailer can take 5-7
days. Moreover, drivers must be compensated for this time, and a
premium is paid for drivers who are unable to return home every
night, not to mention the fact that trains can run all night where
drivers are limited in driving hours. In fact, the inability to be
home each night is an issue that generally is always present in
recruiting drivers. It is expected that a shipping company fleet
would require approximately 1 tractor 16 for 3 every tank
containers 10, and approximately 1 chassis 12 for every 2-3 tank
containers 10, thus resulting in a huge capital expenditures
savings in comparison to OTR tractors and tank trailers which
require a much greater ratio of tractors to tank trailers,
resulting in a much greater amount of capital committed to a fleet.
Finally, intermodal shipment is vastly cheaper, with less fuel per
ton of goods transported required for rail and, thus, less
pollution and greater efficiency.
[0116] FIG. 38 illustrates an embodiment of the intermodal tank
container and chassis according to the present application. The
traditional configuration of the interface between a "non tunnel"
container and a chassis is to engage and support the container at
the four corner castings located as per ISO standards. These
castings are located at the extreme ends of the container. However,
because the suspension is located some distance ahead of the rear
support points, the traditional chassis beam has to be built strong
and stiff enough to resist the resulting bending moment.
[0117] The standard design also requires that the chassis be strong
enough to make the undercarriage turn when corners are encountered.
Sharp turns can result in large lateral forces that must be
resisted by the chassis in the standard design.
[0118] The embodiment of FIG. 38 makes use of the inherent strength
and rigidity of the tank container to resist the two forces
described above rather than require the chassis to do so. The
embodiment of FIG. 38 therefore allows the chassis to be much
lighter, allowing increased payload without exceeding weight
restrictions.
[0119] As shown, the chassis and tank combination 500 includes a
chassis 505 and tank container 510. The chassis 505 includes
landing gear 515 that allows the chassis 505 to rest when not in
transport. The chassis 505 also includes two supports 520, 525
positioned inward from the extreme ends of the chassis 505. The
first support 520 is built into the chassis above the landing gear
515 to allow the weight of the container 510 to rest on the chassis
505 frame when the chassis 505 is unhooked. The second support 525
is built into the chassis 505 just ahead of the front axle area,
and can engage the bottom of the container 510. The second support
525 can be built so as to support approximately 1/2 of the weight
to be carried by the chassis 505, and is better able to withstand
the lateral forces generated by the chassis 505 during a sharp
turn.
[0120] The chassis 505 can include a chassis ladder 530 and the
container 510 can include a container ladder 535. The respective
ladders 530, 535 can be positioned such that, when the container
510 is positioned on top of the chassis 505, the ladders 530, 535
are aligned with one another allowing a user to climb to the top of
the container 510.
[0121] While the invention has been described with respect to
specific examples including presently preferred modes of carrying
out the invention, those skilled in the art will appreciate that
there are numerous variations and permutations of the above
described systems and techniques that fall within the spirit and
scope of the invention as set forth in the appended claims.
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