GB2485333A - Combined containers forming module of standard ISO size - Google Patents

Combined containers forming module of standard ISO size Download PDF

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Publication number
GB2485333A
GB2485333A GB1016778.1A GB201016778A GB2485333A GB 2485333 A GB2485333 A GB 2485333A GB 201016778 A GB201016778 A GB 201016778A GB 2485333 A GB2485333 A GB 2485333A
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GB
United Kingdom
Prior art keywords
container
further characterised
iso
containers
roof
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB1016778.1A
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GB201016778D0 (en
Inventor
Dale Martin Botham
John Evans
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Individual
Original Assignee
Individual
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Filing date
Publication date
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Priority to GB1016778.1A priority Critical patent/GB2485333A/en
Publication of GB201016778D0 publication Critical patent/GB201016778D0/en
Publication of GB2485333A publication Critical patent/GB2485333A/en
Withdrawn legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B65CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65DCONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D88/00Large containers
    • B65D88/005Large containers of variable capacity, e.g. with movable or adjustable walls or wall parts, modular
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B65CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65DCONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D88/00Large containers
    • B65D88/02Large containers rigid
    • B65D88/022Large containers rigid in multiple arrangement, e.g. stackable, nestable, connected or joined together side-by-side
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B65CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65DCONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D88/00Large containers
    • B65D88/02Large containers rigid
    • B65D88/12Large containers rigid specially adapted for transport
    • B65D88/121ISO containers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B65CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65DCONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D88/00Large containers
    • B65D88/16Large containers flexible
    • B65D88/1612Flexible intermediate bulk containers [FIBC]
    • B65D88/1656Flexible intermediate bulk containers [FIBC] for liquids
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B65CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65DCONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D90/00Component parts, details or accessories for large containers
    • B65D90/0006Coupling devices between containers, e.g. ISO-containers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B65CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65DCONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D90/00Component parts, details or accessories for large containers
    • B65D90/0026Corner fittings characterised by shape, configuration or number of openings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B65CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65DCONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D90/00Component parts, details or accessories for large containers
    • B65D90/008Doors for containers, e.g. ISO-containers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B65CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65DCONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D90/00Component parts, details or accessories for large containers
    • B65D90/02Wall construction
    • B65D90/04Linings
    • B65D90/046Flexible liners, e.g. loosely positioned in the container
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B65CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65DCONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D2590/00Component parts, details or accessories for large containers
    • B65D2590/02Wall construction
    • B65D2590/04Linings
    • B65D2590/043Flexible liners
    • B65D2590/046Bladders

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ship Loading And Unloading (AREA)

Abstract

This invention applied to the transport of liquid and bulk powder products within ISO containers e.g. in Flexitank ¢ containers. The system is based around maximising use­able cargo space by combining two containers into one 20ft standard ISO module. The lower container has a reinforced roof designed to carry up­ward pressure and door seal arrangements to ensure the container can retain any leakages internally. A second smaller container 23 is secured on top of the lower container between the post extensions 27. When neces­sary, to stay within the maximum allowable road train weights or for split consignments, this second container can be demounted and transported separately. The upper container may be shorter than the lower container, the lower container having vertical posts 27 extending to the limit of the standard ISO container such that when lifting the module the lower module is lifted and the weight is not borne by the connections between modules.

Description

TitleMiiitipieFIexitank Container Issue A
Backaround of theiwventipn Field of Invention
The invention relates to the worldwide transport of liquid products using Flexitanks known as Flexi- tanks, contained in ISO Containers. The invention will provide a more efficient means of transport-ing this kind of cargo in terms of cost, safety and carbon footprint.
1. A Flexitank can be made from various plastic materials. It is a bladder designed to fit in- side a general freight container which converts that freight container into bulk liquid trans-portation container for non-hazardous cargos. The Flexitank contains and holds the liquid, whilst the ISO container acts as both transport and storage equipment during the inter-modal transport and handling chain. By combining a flexible vessel' (the Flexitank) and a rigid container' (the container), certain synergies can be obtained. As such Flexitanks pro- vide an important alternative to transporting liquids in IMO Tank containers, Drums or In-termediate Bulk Containers 2. Products carried in Flexitanks include Wine, Grape Must, Fruit Juices, Tomato Paste, Vege- table Oils, Coconut Oils, Fish Oils, Detergents, Base Oils, Lubricants, Transformer Oils, Par-affin Wax, Printing Inks, Paints, Emulsions, Tallow, etc. 3. Leakage spills of some products considered Non Hazardous can be harmful to humans or the environment. For example leaked vegetable oils spilt onto the highway can produce a hazard for other motor vehicles. Some products will harm the environment if leaked into the sea or waterways. Leakage spills of other products can be injurious to humans when they come in contact with the skin or eyes or are inhaled.
4. Iso containers are designed and manufactured for transporting general dry cargo by sea, on-road and rail throughout the world and are not specifically classified for the carriage of Flexitanks which are not an approved form of packaging for the carriage by sea of danger- ous goods classified under the International Maritime Dangerous Goods Code. The contain-er has to withstand dynamic stresses, resulting from sea and land transport as well as from bulk and container handling.
5. Container are constructed in accordance with ISO technical requirements and are tested to meet the ISO recommendationl496/1 and the Container Safety Convention (CSC). The ISO Standard requires that after testing the container exhibits neither permanent defor- mation nor any abnormality which will render it unsuitable for use. To replicate the situa-tion where for example the cargo shifts due to transport loading, a dry freight container has a test load of 0.6 Payload applied to its side walls.
6. When loaded with liquid the Flexitank puts pressure on the side walls. While the container is stationary no dramatic changes to the static strains on the side-walls occur. However, even under static conditions Flexitanks apply a sidewall load approaching the magnitude of the 0.6P test load. In the case of a ship rolling to a 30 degree angle with ship board verti-cal acceleration of 1.Sg the sidewall load could be equivalent to twice the test load and can permanently deform the wall and in some cases lead to catastrophic failure. In summary: a. An ISO container side wall is designed and tested to resist occasional lateral load-ing up to 0.6P (where P is the container's designed payload) Even under static conditions the Flexitank applies a load to the container wall which approaches the magnitude of the 0.6P test load b. ISO containers are only designed to meet ISO test requirements, excess loading will cause permanent deformation of the wall and ultimately total failure.
C. A Flexitank will apply agditIonJ pressure not allowedfor in the ISO container test procedure to the container side walls due to ship rolling and lateral accelera-tion. See Figures 11 and 12.
d. A loaded Flexitank will apply further addItional pressure loads notallowed for in the ISO container test procedure to the wall due to shipboard 1Mg vertical accel-eration.
7. The typical capacity of a Flexitank is in the range of 10,000 to 24,000litres. If a Flexitank is not filled to near its nominal capacity then a marked free surface effect and hydraulic surg-ing of the liquid can occur, often resulting in damage to the container.
8. Liquids transported in Flexitank have different levels of density, viscosity and temperature.
The liquid will therefore move in the course of shock and acceleration to greater or lesser degrees. For example, when loaded into the same kind of Flexitank, it is clear that Brine (with a density of 1.23kg/dm3), or soya bean oil (with 0.93kg/dm3), would behave differ-ently. Flexitanks high elongation capability and low strength allow sloshing and surging of the fluids can cause significant unbalanced conditions and vehicle instability. Typically, af-ter a six-week journey, the side walls of a container loaded with 24,000kg of bulk wine, will deflect between 6cm and 13cm on each side of the container. The high level of distor-tion is the result of static stress and permanent dynamic stresses during transit.
9. Under repeated loading it is recognised that the transportation of Flexitanks in ISO con-tainers causes permanent bulging of the container side walls. Plastic deformation, which occurs when stress levels within the side wall exceed the yield point, as opposed to elastic deformation where the material will return to its original geometry on release of the load, can cause compressive buckling of the side wall material. This deformation can become progressively more severe and the side wall material will begin to thin where tensile mate- rial stress is present, resulting in higher stresses and acceleration of the failure of the ma- terial. It is true to say compressive buckling of the side wall corrugation can cause a reduc- tion in the effective section of the wall and increased s stresses contributing to a cata-strophic failure of the side wall.
10. It is not possible to affect a repair on a side wall that has been plastically deformed which is of the same strength as the original undamaged wall. The wall may have suffered thin- ning where the yielding occurred and local deformation of the wall where buckling has oc-curred. Whilst the walls can be pushed back into shape it will have stretched and distorted.
This distortion introduces residual stresses that will have the effect of reducing the wall re-sistance to the loads applied by the Flexitank. In short, a repeat of the Flexitank pressure loading on the side wall will cause the wall to quickly distort to the shape before repair and present the possibility of further progressive damage with increased likelihood of total fail-ure.
11. Although Flexitank material has some energy absorption capability and is designed and constructed not to break in case of sudden shunt it does not prevent the liquid cargo from causing a greater or lesser degree of lateral acceleration on a road vehicle when negotiat-ing corners, and shock during braking, shunting, vibration, handling, lifting or setting down, Figure 11. The risk of a dramatic move in the cargo's centre of gravity when turning is much higher during road transport, than when moving by rail. After sudden braking, truck drivers have reported a jump' of about 100-150cm of the entire truck-trailer-container vehicle; such events will deform the container side walls permanently, sudden braking causes dramatic stresses, involving powerful surging of the liquid, equating to a free-surface effect' and vehicle instability. High driver skills are required to cope with ex-tensive sloshing and surging.
12. To allow the safe opening of doors for loading and discharge and to prevent damage when Flexitanks shift during transport it is standard practice to fit temporary steel bulkheads be-hind a container's doors.
13. The sketch in Figure 12 demonstrates how the pressure load can migrate to the roof.
Where point loads are expected or are unavoidable because of the behaviour Of the loaded liquid.
14. To prevent Flexitanks abrading against bare metal the normal practice is to line the inside of the container with materials such as corrugated cardboard, Styrofoam sheets and Kraft paper.
15. The stowage of Flexitanks aboard a vessel needs to be considered in the context of two factors which may be conflicting. A Flexitank positioned centrally at the bottom of a ship's hull behaves differently (in terms of acceleration) than on deck. To reduce forces acting upon the container and the Flexitank, stowage low down in the hold and near to the ships centre line is preferable. Such forces can be particularly high when the ship is partly loaded and/or has a large meta-centric height, resulting in a short rolling period. Ship operators have to consider whether, due to the nature of the goods, a leak could contaminate the hold space and other containers stowed in the same hold. However, if the nature of the goods is such that they could solidify if they leaked (e.g. latex) and which could result in the ship's hold bilge lines becoming blocked, then on deck stowage is preferable.
16. rn certain cases a spillage may lead to contamination or loss of the entire contents of the Flexitank.
17. With wine, carried in a Flexitank fermentation can occur, which can result in it expanding excessively. Whilst relief valves are suitable for the rigid design of 910 tank containers, the fitting of relief valves in Flexitanks is another possible source of leakage of the contents during shipment.
18. For ease of discharge, bottom fittings adjacent to the doorway are generally preferred.
However, this can result in a static head of pressure between the flexible body of the Flexi-tank and the valve construction. Leaks can occur due to the attachment of the double patch around the valve opening of either the top or bottom fittings see diagram. If a Flexi-tank does leak and its full load is spilt then, dependent upon the commodity being carried, the clean-up costs may be considerable.
5gmmarv pf_theJnventloj Restrictions on the tandem lifting of two containers one on top of the oth-er are avoided in this case by only attaching the crane to the extended corner post of the lower container. The upper container is secured to the lower but does not contribute to the load path used in performing the lift.
This invention shown in Figures 1, 2 and 3 is an ISO container (1) with unique features designed to ensure safe transport of the maximum quanti- ty of bulk liquid in Flexitanks (2) whilst being able to load cargo on the re- turn leg of any journey. The container can be split into two or more sepa-rate containers, with the upper container offset to either the front or rear as shown in Figure 4 to allow access to top fill hatches and to allow stow-age on ancillary equipment. The containers are connected together via standard twistlocks or similar and can be separate as illustrated in Figure 3.
The lower container (la) can be of a size to carry the maximum weight of bulk liquid allowed by that country's -road transport rules and the upper container (ib) of a size to maximise the transportation of liquid and bulk powder products within the 2Oft ISO envelope, when moved by ship, barge or rail. The top container (ib) can be lifted separately and stacked onto a HGV for separate transport. The container will be of light weight but ro- bust enough to avoid undesirable distortions and material strains generat-ed by the pressure loads imposed by the Flexitank under static conditions and sized specifically to minimise the generation of the dynamic surge loads inherent in the current system. It should be noted that the illustra-tion shows two containers where the bottom most container has extended posts. There is no reason why the combined unit could not comprise of one lower unit with posts and multiple upper units thus allowing 3 or more separate bags to be carried.
The container (1) will always be filled to the maximum available capacity in terms of volume when carrying liquid cargo, eliminating bag movement to avoid the dangerous scenarios illustrated in Figures 1.1 and 12 and en-suring that the side walls have more than adequate strength to withstand the wall loading imposed by the Flexitank (2) shown in Figure 10. The combined container will have the same dimensional envelope (height, width, length) as a standard 2Oft ISO container but will have a cargo ca- pacity greater than the maximum capacity of the current system when us-ing a 2Oft ISO container.
Figure 5 illustrates how either container can be equipped with a door or doors (3) at one or both ends of the container closing into as recess in the door header (4) and footer (5). The vertical door posts will incorporate a land (6) and compression seal (7), which are aligned with the recesses in the header and footer. The door or doors are hinged from a post and locked closed by a multiplicity of lock rods (8). A continuous compression seal (7) is attached in such a position that it is crushed against the re-cesses and vertical post land. This seal will ensure that the container is leak proof around the doors preventing leakage should the Flexitank fail in transit, avoiding potential harm to the environment or humans.
The container floor (14) Figure 5, will be of a wholly welded steel con- struction with stiffening ribs to the underside. This will ensure the con-tainer is watertight to the underside.
By design the Flexitank will be in close proximity or touching the roof at all times. Dynamic loads such as vehicle braking Figure 11. and 12, ship rolling loads or rail shunting loads will cause a fore and aft, or lateral pressure wave to be generated. This pressure wave wilt be much reduced due to the 100% fill by volume of the container causing the liquid to be-have in the same was as a solid. Uniquely the container roof (14) will be reinforced to withstand upwards pressure loads generated during transpor-tation, Figures 6, 7, 8. The Roof can be either flat (15) or curved (16) with transverse and/or longitudinal external stiffeners. The inner surface presented to the bag will be smooth to avoid damage to the bag. The roof skin (16) can be curved to deliver some of the benefits of a curved pres-sure vessel design resulting in the roof primary stresses being membrane rather them bending stress. Shaped stiffeners replicating the roof profile (17) will help to enable the walls to withstand the edge loads generated by this membrane effect which will tend to pull the walls inwards. These stiff-eners will also add strength to the roof panels themselves.
The roof could also incorporate a second skin (18) at the outer extremity of the roof stiffeners which will avoid water traps, add further strength and also allow the possibility of filling the voids in the roof structure with insulating foam (19) to protect the liquid cargo from excessive thermal changes The lower container Figure 2, Figure 9, will incorporate small water tight loading hatch (20) recessed into the front or rear header (4), which will allow access to the Flexitank for filling or emptying operations without the need to open the door. The container may also include a watertight hatch in the door or front wall (29) should there be a requirement for emptying or filling from the bottom. The upper containers will also have fill hatches in the roof (24) and discharge hatches in the end wall (25) One of the main design features of this invention is that the container will retain any liquid cargo spillage should the bag become damaged. It is ex-pected that in such an event the fluid may exit the bag and fill any small voids left between the bag and containers. It is possible that this would be a much slower process and that the bag will retain much of its contents even if the integrity of the bag is compromised. There will be a dipstick (21) or sight level (22) provided to allow a check to be made to see if the bag has leaked. If so then the container should be removed to an area for immediate emptying. The cargo will be secure inside the container so can be reclaimed or disposed of as appropriate.
The lower container (la) will have an internal cube that equates to the maximum payload allowed for road transport rules in the destination coun-try. The posts (27) will extend upward to the full ISO height forming an open bay which can receive the upper container (ib). The upper container is secured by a suitable means such as shoot bolts, toggle clamps, twist-locks or other suitable means. The upper container in this instance has a removable roof (23) with an integral fill hatch (24) and lower fill hatch (25). That allows the bag to be placed in the container and the cargo loaded once the roof is secured.
The upper and lower containers are both designed such that the walls will not bulge beyond the ISO limits. This can be achieved by reducing the height of the wall, increasing the thickness and/or depth of the wall corru-gation or more likely a combination of all the above. In addition a more lightweight solution can be designed by making the waIl (9) concave (Fig-ure 13) when viewed from the outside such that they are straightened once pressure in applied internally by the cargo. This feature will allow a lighter weight wall and could also have applications to other bulk cargo containers.
The upper container wilt incorporate castings (26) at non-ISO positions to allow the smaller container to be stacked and secured via flip out casting plates (28). Figure 17 illustrates the casting plates (28) can be pivoted, hinged, slid, bolted on or clipped on from the underside of the upper con-tainer. A reinforcing gate or brace (10) can be incorporated when used on skeletal trailers As an alternative to the flip out casting plate Figure 14 shows a vertically hinged fold out post (12) with suitable bracing struts (13). This post has castings top and bottom and would be able to withstand all ISO transport loads including stacking and racking allowing the top unit to be transport-ed within the intermodal transport system on its own.
Figure 15 illustrates a horizontally hinged casting plate with suitable sup-port gate (11) or brace (10). This would fold into the space created by the longitudinal offset of the top container shown in Figure 4.
Finally Figure 16 shows a clip on post concept (31) which utilised in this case the apertures in the side of the casting to attach itself to the con-tainer structure vie twistlocks (32) or other suitable connecting device.
Once attached these component would remain attached to the upper con- tainer until it was reunited with a lower unit, where they would be re-moved and stored in the recess created by the offset stowage.
Depending on the weight ratio between upper and lower containers upper containers can be stacked in multiples on board a road or rail vehicle. The top container can be lifted off via laden fork pockets (30) for onward transportation.
Brief desciption of drawings Figure 1 ISO View 1 of container package Figure 2 ISO View 2 of container package Figure 3 Illustrated splitting of containers Figure 4 Side View showing top container offset Figure 5 Section through Longitudinal centre line Figure 5 Section through Longitudinal centre line Figure 6 Transverse Section thought curved Roof Figure 7 Transverse Section though flat Roof Figure 8 Possible Roof Sections. Section DO Figure 9 Side view showing Dipstick and site glass arrangement Figure 10 Static pressure distribution standard containers Figure 11 Rolling pressure distribution in a standard container Figure 12 Surge loading in standard containers Figure 13 Concave Side Wall Figure 14 Vertically hinged corner post Figure 15 Horizontally hinged corner castings Figure 16 Clip on corner castings Figure 17 Flip Out on corner castings

Claims (17)

1. A 2Oft ISO fully intermodal container incorporating two integrated but structurally separate leak proof containers one mounted on top of the oth-er each of which are capable of safely transporting one Flexitank filled with bulk cargo.
2. The invention in claim 1, further characterised by corner posts extending in excess of 250mm above the roof of the lower container upwards to the external ISO envelope limit and capable of resisting all imposed intermod-al loads.
3. The invention in claim 1, further characterised by integrated water tight hatches in the front panel, roof, door header or door panel, to allow ac-cess for filling and discharging the Flexitank without opening the doors and potentially releasing spillage.
4. The invention in claim 1, further characterised by an integrated dipstick to check for leakage internally without opening the doors
5. The invention in claim 1, further characterised by a door or doors at one or both ends hinged on posts and closing against a recess around the pe-riphery of the door frame.
6. The invention in claim 1., further characterised by a door having a continu-ous compression leak proof seal recessed into the door header, footer and both posts designed to retain any cargo spillage.
7. The invention in claim 1, further characterised by a curved roof designed to withstand internal; pressure loads exerted by dynamic loads on the car-go.
8. The invention in claim 1 further characterised by a roof with external stiffeners either transversely or longitudinally designed to withstand inter-nal; pressure loads exerted by dynamic loads on the cargo.
9. The invention in claim 1 further characterised by the lower container hav-ing internal dimensions that allow the carriage of the maximum amount of bulk cargo allowed by the originating or destination countries road transport legislation.
10. The invention in claim 1 further characterised by the upper container be-ing removable from the lower container and stackable for road or rail transport using slip out, hinged or clip on corner fittings.
11. The invention in claim 1 further characterised by the upper container be- ing secured to the lower container by standard twistlocks or other appro-priate devices at non ISO positions.
12. The invention in claim 1 further characterised the concave sidewall and end walls curved inwards to the centre of container such that they are straightened once pressure applied internally by the cargo.
13. The invention in claim 1 further characterised by Flip out casting plates attached to the top container.
14. The invention in claim 1 further characterised by horizontally hinged cast-ings or plates attached to the top container.
15. The invention in claim 1 further characterised by vertically hinged and braced posts attached to the top container.
16. The invention in claim 1 further characterised by clip on or bolted corner posts to the top container.
17. The invention in claim 1 further characterised by the upper container stowed deliberately offset to one end of the lower container to allow space for loading hatches and clip on/hinged posts.
GB1016778.1A 2010-10-06 2010-10-06 Combined containers forming module of standard ISO size Withdrawn GB2485333A (en)

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Application Number Priority Date Filing Date Title
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GB1016778.1A GB2485333A (en) 2010-10-06 2010-10-06 Combined containers forming module of standard ISO size

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GB201016778D0 GB201016778D0 (en) 2010-11-17
GB2485333A true GB2485333A (en) 2012-05-16

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CN106144288A (en) * 2015-04-09 2016-11-23 广东新会中集特种运输设备有限公司 Container apex angle piece and there is its platform based container
EP3838798A1 (en) * 2019-12-19 2021-06-23 The Boeing Company Corner fittings for modular containers
US11299341B2 (en) 2019-12-19 2022-04-12 The Boeing Company Modular cargo containers with surface connectors
US11358787B2 (en) 2019-12-19 2022-06-14 The Boeing Company Modular cargo containers with surface connectors
US11919706B2 (en) 2019-12-19 2024-03-05 The Boeing Company Apparatus for engaging and securing container corner fittings
US12071064B2 (en) 2019-12-19 2024-08-27 The Boeing Company Apparatuses for securing containers

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106144288A (en) * 2015-04-09 2016-11-23 广东新会中集特种运输设备有限公司 Container apex angle piece and there is its platform based container
CN106144288B (en) * 2015-04-09 2020-07-28 广东新会中集特种运输设备有限公司 Container top corner piece and platform-based container with same
EP3838798A1 (en) * 2019-12-19 2021-06-23 The Boeing Company Corner fittings for modular containers
US11299341B2 (en) 2019-12-19 2022-04-12 The Boeing Company Modular cargo containers with surface connectors
US11358787B2 (en) 2019-12-19 2022-06-14 The Boeing Company Modular cargo containers with surface connectors
US11434069B2 (en) 2019-12-19 2022-09-06 The Boeing Company Corner fittings for modular containers
US11919706B2 (en) 2019-12-19 2024-03-05 The Boeing Company Apparatus for engaging and securing container corner fittings
US12071064B2 (en) 2019-12-19 2024-08-27 The Boeing Company Apparatuses for securing containers

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