U.S. patent number 3,907,147 [Application Number 05/343,752] was granted by the patent office on 1975-09-23 for large rigid demountable cargo container with open top and fold-up floor.
Invention is credited to Andrew R. Goobeck.
United States Patent |
3,907,147 |
Goobeck |
September 23, 1975 |
Large rigid demountable cargo container with open top and fold-up
floor
Abstract
A large rigid open-top demountable cargo container has a hatch
frame fitted in and secured to its base cross members and bottom
side rails. A hatch cover, preferably of the fold-up type, is
fitted in the hatch frame, flush with the floor covering the cross
members. The container thus normally has a substantially continuous
floor, but when the hatch cover is folded up, it has a hatch
opening providing access to the cargo stowed in another container
placed beneath it. The container's dimensions preferably are
multiples of conventional cargo container dimensions so that
several of the containers may be stacked in the hold of a
conventional container ship. In a prime port where a large lift
crane is available, the loaded containers may be transferred
directly from the ship's hold to barges, feeder vessels, or a
shoreside facility. In a back port, the containers may be left in
the hold and the cargo transferred with conventional break-bulk
gear. The container may also have a roof hatch frame and cover and
side or end doors.
Inventors: |
Goobeck; Andrew R. (Bowie,
MD) |
Family
ID: |
23347497 |
Appl.
No.: |
05/343,752 |
Filed: |
March 22, 1973 |
Current U.S.
Class: |
220/1.5;
220/23.6; 414/137.1 |
Current CPC
Class: |
B65D
88/126 (20130101); B65D 88/022 (20130101); B65D
88/12 (20130101); B65D 7/24 (20130101); B65D
90/10 (20130101) |
Current International
Class: |
B65D
88/02 (20060101); B65D 90/10 (20060101); B65D
88/00 (20060101); B65D 90/00 (20060101); B65D
88/12 (20060101); B65D 021/00 () |
Field of
Search: |
;220/1.5,23.4,23.6,29
;217/36 ;206/503,509 ;214/1.5R,1.5S,14,15R,15D |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Petrakes; John
Attorney, Agent or Firm: Robbins; David Englert; Alvin
Government Interests
The invention described herein may be used by or for the Government
of the United States for governmental purposes without the payment
to me of any royalty thereon.
Claims
I claim:
1. In a super-size demountable cargo container for rapidly
transferring cargo to or from a container ship with the aid of a
heavy lift crane, said container having overall dimensions which
are substantially greater than those of the largest standard
demountable containers and having stackable end frames, the
improvement comprising:
said super-size container having an open top, a base, and a fold-up
floor in said base, whereby a stack of such containers in the hold
of said ship automatically converts the hold to a multi-'tween deck
hold which can optionally be loaded or unloaded with conventional
break-bulk overhead gear in the event heavy lift cranes are
unavailable, said multi-'tween deck hold being provided
substantially without any alteration to the ship's hold;
said fold-up floor in said base comprising a pair of bottom side
rails, at least two cross members, a first hatch frame with a
substantially continuous horizontal supporting ledge fitted and
secured to said bottom side rails and said cross members, and a
first hatch cover fitted to said first hatch frame and supported
about its periphery by said supporting ledge, whereby the static
and dynamic loads imposed on said first hatch cover by said cargo
are transmitted via said ledge, hatch frame and cross members to
said bottom side rails and to said end frames of said
container.
2. The improvement set forth in claim 1, wherein the area of said
first hatch frame is at least one-half the inside area of said
base.
3. The improvement set forth in claim 2, wherein said first hatch
cover comprises a plurality of sections.
4. The improvement set forth in claim 3, wherein at least one of
said sections folds with respect to said first hatch frame.
5. The improvement set forth in claim 1, wherein a second hatch
frame is fitted in the top of said container and aligned over said
first hatch frame.
6. The improvement set forth in claim 5, wherein a second,
watertight hatch cover is fitted on said second hatch frame.
7. The improvement set forth in claim 1, wherein a door frame is
fitted in one side of said container and a door is fitted to said
door frame.
8. The improvement set forth in claim 1, wherein said container is
mounted on a container ship, barge, or other vessel.
9. The improvement set forth in claim 1, wherein a stack of said
super-size containers are mounted in the hold of said ship to
provide a removable multi-'tween deck hold.
Description
BACKGROUND OF THE INVENTION
Demountable cargo containers are reusable weatherproof containers
for shipping and storing smaller containers, packages, pieces, or
bulk material. They confine and protect the contents, can be
handled as units in transit, and are mountable on marine, rail, or
highway carriers. At present the largest standardized containers
(International Standards Organization Group I) are rigid, have end
doors, and nominally measure 8 feet wide, 8 or 81/2 feet high, and
10, 20, 30, or 40 feet long. These cargo containers are widely used
on container ships, which have vertical cell guides for guiding the
containers into six-high stacks and for restraining them from
horizontal movement.
To speed the transfer of cargo between a container ship and shore,
it has been proposed to use containers which are larger than the
standard group. These larger containers would be positioned and
restrained in the ship's hold by heavy-duty guide angles similar to
the types presently used, or by means of the present cell guides,
the end walls of the larger containers being provided with special
fittings for dovetailing with the guides. The use of these
king-sized containers would, however, require large lift cranes
such as floating derricks or shoreside gantries. Large cranes are
often available or could be provided at prime ports, but it would
be uneconomical to provide them at all back ports.
SUMMARY OF THE INVENTION
The present invention provides a larger-than-standard cargo
container and obviates the requirement for large lift cranes in
back ports, by providing the container with an open top and a
fold-up floor. In a back port, the cargo stowed in the top
container of a stack of such containers is discharged with
conventional break-bulk gear. The floor of the container is then
folded up to provide access to the cargo in the container beneath.
The process is repeated as necessary. To take on cargo, the
lowermost container in the stack is filled and then the floor of
the container above is folded down, to permit it to be filled.
pg,3
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view, partially broken away, of a
demountable cargo container constructed in accordance with the
principles of this invention;
FIG. 2 is a top plan view of the container;
FIG. 3 is a sectional elevation view of the container;
FIG. 4 is a sectional view, partially broken away, taken on line
4--4 of FIG. 3;
FIGS. 5 and 6 are enlarged sectional views taken on lines 5--5 and
6--6 of FIG. 4;
FIG. 7 is a sectional view of four containers stacked in the hold
of a container ship;
FIG. 8 is a perspective view of an alternative hatch cover for the
container floor;
FIG. 9 is a top plan view of the container showing another
alternative floor hatch cover;
FIG. 10 is a sectional view of a roof hatch frame and cover for the
container; and
FIG. 11 is a side elevational view of the container showing the
provision of side doors.
DETAILED DESCRIPTION OF THE INVENTION
As shown in FIGS. 1-3, the cargo container 10 of this invention
preferably is rectangular, with a base 12, top 14, ends 16 and 18,
and sides 20 and 22. The base 12 includes a rectangular hatch frame
24 which desirably occupies most of the inside area of the base. A
hatch cover, comprising for example two bifolding units 26, is
fitted into the hatch frame 24. The top 14 also has a rectangular
hatch frame 28, which is aligned over the base hatch frame 24 so
that the container has superposed base and roof openings through
which cargo may be vertically transferred.
FIGS. 4-6 illustrate the construction of the cargo container 10.
Four corner posts 31, 32, 33, and 34 are located at the corners of
the container, though they could be located longitudinally inwardly
from the corners, for example, to better accomodate the spreader
(not shown) employed to lift the container. The bottoms of the
corner posts 31-34 are connected together longitudinally by a pair
of bottom side rails 35 and 36 and transversely by a pair of end
cross members 37 and 38. The connections are made by welding,
bolting, or the like, not shown. The hatch frame 24 includes a pair
of outwardly opening C-shaped end rails 41 and 42 which are aligned
parallel to the end cross members 37 and 38 and connected to the
bottom side rails 35 and 36. The hatch frame 24 further includes a
pair of outwardly opening C-shaped hatch side rails 43 and 44 which
are placed parallel to the container bottom side rails 35 and 36
and connected to the hatch end rails 41 and 42. Four angles 45 are
secured to the inner faces of the hatch rails 41-44 to form a ledge
for supporting the folding hatch covers 26.
The base 12 is completed as shown in FIGS. 4-6 by connecting a
number of full-size cross members 46 between the container bottom
side rails 35 and 36 and a number of short cross members 47 between
the hatch side rails 43 and 44 and the container bottom side rails
35 and 36. A floor 48 is secured to the cross members. As shown in
FIGS. 5 and 6, the hatch covers 26 are dimensioned so that their
top surfaces 27 are flush with the floor 48 when the covers are
supported on the hatch frame angles 45. The container 10 thus
normally has a substantially continuous floor.
As shown in FIG. 3, the hatch covers 26 are connected to the
container base 12 by hinges 49 which desirably align the covers in
the folded-up position over the ends of the hatch frame 24. The
hatch covers 26 may be provided with wheels 51 which ride in tracks
(not shown) on the hatch side rails and then on ramps 52 provided
on the hatch frame angles 45 to lift the covers into the folded-up
position. The covers are held in the open position by means of
conventional hold-back devices (not shown).
To complete the container, the top ends of the corner posts are
connected longitudinally by top side rails and transversely by end
roof bows, both of which have been omitted from the drawings for
clarity. The ends 16 and 18 and sides 20 and 22 of FIG. 1 comprise
sheets connected to the upper and lower longitudinal and transverse
frame members and stiffened by conventional end and side posts,
also not shown for clarity. The roof hatch frame 28 is fitted in
and secured to the roof bows in substantially the same manner as
the base hatch frame 24 is fitted into the base cross members. The
top 14 further comprises a roof sheet secured to the roof bows.
Finally, each of the corner posts 31-34 is provided with
complementary upper and lower corner fittings 54 and 56,
respectively, which enable the container to be lifted, secured to a
deck, or to be stacked upon another container, as is conventional
in the demountable container art. The corner fittings 54, 56 are
shown as truncated pyramids, though they may have any other
suitable shape, such as box or truncated cone.
As shown in FIG. 1, the bifolding hatch covers 26 may be folded up
by means of a cable 57 connected to an eye 58 fastened to the outer
hatch cover panel and passed through a pulley 59 secured to the
roof hatch frame 28. The upper end of the cable 57 may be attached
to an overhead cargo winch or crane, not shown. Alternatively, the
covers could be operated by portable electric or pneumatic motors,
not shown.
FIG. 7 shows four containers 10 of this invention stacked in the
hold of a container ship 60 and being loaded with cargo through the
roof and base hatches 28 and 24 by means of conventional break-bulk
gear 61 and 62. The right half of the bottom container has been
filled and the right hatch cover 26 of the container above has been
folded down to permit its right half to be filled. When the left
half of the bottom container is filled, the left hatch cover above
it will be folded down. This process is continued until all of the
containers are filled as desired. To unload the containers with
break-bulk gear, the process is reversed: the top container is
unloaded and then its covers are lifted to gain access to the cargo
stowed in the container beneath.
The break-bulk gear 61 and 62 is used in a back port where large
(heavy) lift cranes capable of lifting a loaded container are
unavailable. In a prime port, the containers 10 are individually
loaded (with the hatch covers 26 folded down) at shoreside and then
lifted as units (not shown) into the hold of the container ship
60.
As mentioned above, the container 10 of this invention is much
larger than the standard demountable cargo containers nominally
measuring 8 feet wide, 8 or 81/2 feet high, and 10, 20, 30, or 40
feet long. Preferably, its dimensions are multiples of the standard
dimensions so that it can be stowed interchangeably with the
standard containers. The dimensions preferably are also selected so
that the containers can be directly transferred onto conventional
U.S. inland waterway barges and European waterway barges. In the
case of hopper barges, a limiting dimension is the width of the
cargo well. U.S. cargo well widths have been standardized at 27
feet and 42 feet (for the so-called jumbo and large designs,
respectively) and the European cargo well widths have been
standardized at about 26 feet. Thus the preferred dimensions of the
present container 10 are: a nominal length of 40 feet, width of 25
feet, and height of 12 feet. This is about three times as wide and
one-and-a-half times as high as the largest standard (40.times.
8.times.8-foot) container. It can hold about four-and-a-half times
as much cargo by volume. It will stack four-high in three
40.times.8-foot cells of a container ship, and it can be placed
longitudinally in the smaller U.S. and the European hopper barges,
or transversely in the larger U.S. barge. The container can also be
placed one or more high on conventional deck barges if desired.
Since the container 10 is large and will be stacked up to four
high, its components, such as the corner posts and fittings, cross
members, hatch covers, and ends, should be dimensioned to have
appropriate strengths. These components should be capable of
withstanding without permanent deformation the static and dynamic
forces imposed on them when the loaded containers are lifted and
when they are stacked in the vertical cells of a container
ship.
FIG. 8 depicts an alternative hatch cover for the base hatch frame
24. In this embodiment, the hatch is divided transversely in two by
a beam 62 which may be connected as by welding to the hatch frame
side rails 43 and 44, or which may be pivotally connected to one of
the rails so that it can be lifted up to leave the hatch
unobstructed. The hatch cover in this case comprises four folding
panels 63.
Another alternative hatch cover is shown in FIG. 9. This cover
includes two end folding panels 64 and two side folding panels 65.
Two beams 66 and 67 extend across the hatch frame 24 to support the
edges of the panels. While the panels preferably fold up, they
could if desired by constructed as lift-off units.
FIG. 10 shows a hatch cover 70 for the roof hatch 28. The hatch
cover 70 is shown as a one-piece lift-off pontoon, but it could if
desired consist of several lift-off or end-rolling or folding
sections. The hatch cover is used only on a container exposed to
the weather, such as the top container of a stack of containers, or
individual containers temporarily stored at shoreside.
FIG. 11 shows a modification of the side 22 of the container 10.
The side is provided with a suitable door frame (not shown) and
with a pair of doors 72 and 74 which are attached to the door frame
by recessed hinges 73 and 75. If desired, sliding doors could be
used instead of the outwardly swinging type shown. These doors
enable the container 10 to be loaded and unloaded at shoreside or
on deck barges, using conventional forklift trucks as an
alternative to overhead cargo handling through the roof hatch 28.
If desired, the container 10 could be provided with an end door
instead of, or in addition to, the side doors. The construction of
the door frames and doors are well known in the container art.
From the foregoing it will be seen that the present invention
provides a king-sized container, preferably 40 feet long, 25 feet
wide, and 12 feet high, which can easily be loaded at shoreside and
then directly transferred into the cells of a container ship. If
desired the container can be provided with a roof hatch cover 70 as
shown in FIG. 10 and used as a temporary storage shed at shoreside.
Direct transfer of the loaded container requires a heavy lift
crane, which may be available or readily provided at prime ports.
The containers may be discharged from the container ship to shore
or to an ocean feeder vessel or onto U.S. or European waterway
barges. In back ports, the cargo in the stack of containers is
discharged with conventional break-bulk gear, using the fold-up
floors of the containers. This arrangement permits the container
ship to compete with conventional break-bulk ships on trade routes
to the back ports.
Many modifications and variations of the exemplary embodiments
described above will be readily apparent to those skilled in the
art. Accordingly, the present invention is not intended to be
limited to the precise details of construction shown and described,
but is intended to cover all modifications coming within the scope
of the following claims.
* * * * *