GB2600252A

GB2600252A - Intermodal container handling system

Info

Publication number: GB2600252A
Application number: GB2114812.7A
Authority: GB
Inventors: Aksnes Dagfinn
Original assignee: Fluxxworks Ltd
Current assignee: Fluxxworks Ltd
Priority date: 2020-10-16
Filing date: 2021-10-18
Publication date: 2022-04-27
Anticipated expiration: 2041-10-18
Also published as: GB202114812D0; WO2022079309A1; GB202016468D0; GB2600252B

Abstract

A system for loading containers into and unloading containers from a cargo vehicle with a storage module 1 for storing multiple containers 5 and comprising a storage array 3 having columns of storage locations 7. The storage module has a load bearing framework 9 that cooperates with the columns of the storage array, at least one loading interface 21 for loading containers into and/or unloading containers from the cargo vehicle and at least one container transporter 23 (preferably, at least two container transporters each) configured to use at least a part of the load bearing framework for transporting a container from any storage location or loading interface to any storage location or loading interface. A computer and a control system control the at least one container transporter according to a pre-defined set of rules for loading containers in, unloading containers from, and re-positioning of containers within the system to reduce the cost of and/or transit time required for transporting a container through an intermodal logistics network. A method of using the system is also disclosed.

Description

Intermodal Container Handling System

FIELD OF THE INVENTION

The present invention pertains generally to systems and methods for handling containers in an intermodal logistics network. More particularly, the present invention pertains to systems and methods for loading and unloading containers from a cargo vehicle

BACKGROUND OF THE INVENTION

Containers are used to transport goods across the globe. Often, a container's journey from its source to its destination is intermodal. That is, the container will be transferred between different modes of transport such that it travels by two or more of rail, road, water (e.g. sea) and air.

Some modes of transport are preferred because they are more economical and/or faster, despite often being more harmful to the environment, by contrast to alternative modes. The economics and point-to-point transit time for a mode of transport may depend on, at least in part, the efficiency of transfer of containers to and from that mode of transport. As the duration of time that a cargo vehicle is stationary (e.g. in port) for lading and discharging its cargo increases, the freight rate and the point-to-point transit time of the cargo vehicle increases.

In one example, containers on a container ship are typically laded and discharged using a limited number of quayside cranes and, sometimes, onboard cranes. A quayside crane places and collects containers on/from an adjacent quay, which containers are ferried to and from a container terminal stacking location by a container vehicle. Typically, at a container terminal stacking location a second crane stacks and unstacks containers.

Alternatively, containers may be placed on a lorry trailer, which is loaded onto a roll-on roll-off cargo vehicle at a port of lading (optionally by a lorry cab or a harbour tractor or tug), the lorry trailer retaining the container while the cargo vehicle is in transit (optionally with the cab), and drives the container off the cargo vehicle at a port of discharge. However, such use of lorries on a cargo vehicle is not space and often is not economically efficient.

Generally, conventional logistics methods for loading and unloading or exchanging cargo between modals of transport are inefficient, slow and expensive. As a result, in many instances, sea transport is not competitive with other forms of transport even when sea transport has many advantages that are not fully exploited.

JP-A-2006/213229 describes a ship onto which a plurality of containers is driven by lorries or a train. The ship comprises at least one overhead crane attached to a ceiling of a ship's hold for engaging containers that are driven onto the ship, an engaged container is winched up by the at least one overhead crane and then stored in the ship's hold.

GB-A-1546396 describes a container ship having an upper rear part that is permanently extended, such that it projects over a port quay when the ship is docked. The container ship comprises bridge cranes, each moveable back and forth between bow and stern along a discrete set of rails and above two rows of containers.

The present inventor has found a solution to the inefficiencies of the aforementioned systems and methods of loading and unloading containers from a cargo vehicle (e.g. a container ship) and between modalities of transport.

PROBLEM TO BE SOLVED BY THE INVENTION

It is an object of the invention to provide an improved system and method for handling containers in an intermodal logistics network. It is a further object of the invention to provide an improved system and method for transferring containers to and from (e g loading and unloading) a cargo vehicle configured for transporting multiple containers.

SUMMARY OF THE INVENTION

In accordance with a first aspect of the invention, there is provided a system for loading containers into and unloading containers from a cargo vehicle, the system comprising: a storage module for storing multiple containers and comprising a storage array having columns of storage locations, wherein the storage module is installed within, into or on a cargo vehicle, a load bearing framework disposed in the storage module and cooperating with the columns of the storage array, at least one loading interface for loading containers into and/or unloading containers from the cargo vehicle, at least one container transporter (preferably, at least two container transporters each) configured to use at least a part of the load bearing framework for transporting a container from any storage location or loading interface to any storage location or loading interface, wherein a computer and a control system control the at least one container transporter according to a pre-defined set of rules for loading containers in, unloading containers from, and re-positioning of containers within the system In a second aspect of the invention, there is provided a system for directly supplying containers to and directly receiving containers from a ship-toshore crane, the system comprising: a storage module for storing multiple containers and comprising a storage array having columns of storage locations, a load bearing framework disposed in the storage module and cooperating with the columns of the storage array, at least one loading interface for loading containers into and/or unloading containers from the system, at least one container transporter (preferably, at least two container transporters each) configured to use at least a part of the load bearing framework for transporting a container from any storage location or loading interface to any storage location or loading interface, wherein a computer and a control system control the at least one container transporter according to a pre-defined set of rules for loading containers in, unloading containers from, and re-positioning of containers within the system. Preferably, the at least one loading interface comprises at least one crane interface for supplying containers to and/or receiving containers from the ship-to-shore crane.

In a third aspect of the invention, there is provided an automatic container transporter configured to use at least a part of a load bearing framework for transporting a container from any storage location or loading interface to any storage location or loading interface. Preferably, the automatic container transporter of the third aspect is for use in the first or second aspects of the invention.

In a fourth aspect of the invention, there is provided a system for facilitating multimodal transport of containers, the system comprising: a first subsystem comprising a first storage module for storing multiple containers, wherein the first storage module is installed within, into or on a cargo vehicle, a second (preferably, static) sub-system comprising a second storage module for storing multiple containers, and wherein at least the second sub-system is configured for loading containers into and unloading containers from the system via a system interface, wherein the first sub-system and second sub-system are releasably connectable via a spanning means, such that when the first sub-system and second sub-system are connected a group of containers stored in the first sub-system may be re-positioned to the second sub-system via the spanning means, and vice versa, and wherein a computer and a control system control at least the loading of containers into, unloading of containers from, and repositioning of containers within the system according to a pre-defined set of rules.

In a fifth aspect of the invention, there is provided a method of loading and unloading containers from a cargo vehicle, the method comprising providing a system of either the first, second or fourth aspects of the invention, providing to the system container transport data (e g a loading plan), and positioning containers to be loaded by the system at and collecting containers that have been unloaded from the system at at least one loading or system interface location.

In a sixth aspect of the invention, there is provided a control system for running on a computer and configured to control the system of the first, second or fourth aspects of the invention. Preferably the control system comprises a computer program. Preferably the control system is operated by computer software configured to run algorithms for controlling the system.

In a seventh aspect of the invention, there is provided a cargo vehicle comprising the system of the first aspect of the invention (or the first subsystem of the third aspect of the invention).

ADVANTAGES OF THE INVENTION

The system and method and other aspects of the invention reduce the cost of and/or transit time required for transporting a container through an intennodal logistics network. In a further advantage, the environmental impact of the system and method and other aspects of the invention is lower compared to conventional means for transporting containers intermodally. In a still further advantage, the system and method and other aspects of the invention reduce the duration of time required to load and unload a cargo vehicle configured for transporting multiple containers. In preferred embodiments, the invention provides the loading and unloading of containers (in some aspects without the need for quayside cranes) and can be automated, with an automated or 'self-service' mode available in relation to loading and loading of and between ships, lorries and trains.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is a perspective view of one embodiment of a storage module of the invention.

Figure 2 is a perspective view of one embodiment of a container transporter stowing a container in a storage location; and Figure 3 is a perspective view of a representation of one embodiment of a system for facilitating multimodal transport of containers according to a fourth aspect of the invention.

DETAILED DESCRIPTION OF THE INVENTION

The invention concerns systems, methods and apparatus for loading (e.g. lading) and unloading (e.g. discharging) containers from a cargo vehicle. In the first aspect of the invention, there is provided a system for loading containers into and unloading containers from a cargo vehicle. The system comprising a storage module for storing multiple containers and comprising a storage array having columns of storage locations, wherein the storage module is installed within, into or on a cargo vehicle. The system further comprising a load bearing framework disposed in the storage module and cooperating with the columns of the storage array (e.g. cooperating with each column of the storage array) (by which it is meant, for example, co-configured or complementarily configured with the columns of the storage array), at least one loading interface for loading containers into and/or unloading containers from the cargo vehicle, and at least one container transporter (preferably, at least two container transporters each) configured to use at least a part of the load bearing framework for transporting a container from any storage location (e.g. any accessible storage location) (e.g. from the topmost occupied storage location of a column) or loading interface to any storage location (e.g. any accessible storage location) or loading interface. A computer and a control system control the at least one container transporter according to a pre-defined set of rules for loading containers in, unloading containers from, and re-positioning of containers within the system.

Preferably, the storage module is installed within, into or on a cargo and/or deck area of the cargo vehicle, more preferably within or into a cargo and/or deck area (e.g, a hold) of the cargo vehicle. Preferably, the storage module is installed during production (e.g, during construction) of the cargo vehicle. More preferably, the cargo vehicle is designed to accommodate the system (e.g. the cargo vehicle is a bespoke cargo vehicle). Optionally, the storage module is retrofitted to the cargo vehicle (e.g. to a roll-on roll-off RO-R0' cargo vehicle).

A particular advantage of the present invention is that loading and unloading of containers by the system is more cost and time efficient than using traditional quayside cranes or on-board cranes, while an individual lorry is not required for depositing, stowing, and unloading each container on/from a cargo vehicle.

Thus, preferably, a hold(s) of the cargo vehicle does not require (more preferably, is absent) load-bearing levels (e.g, floors) dividing the hold(s). Therefore, space available for receiving containers (e.g. TEU capacity) in (e.g, in the hold(s)) or on the cargo vehicle is increased (preferably, maximized).

Preferably, the cargo vehicle is a water-going vehicle and/or air-going vehicle. For example, the cargo vehicle is a water-going and/or air-going vessel. More preferably, the cargo vehicle is a boat, ship, barge, hovercraft, or an aircraft (e.g. a plane, hybrid aircraft or blimp). Still more preferably, the cargo vehicle is a water-going vehicle or vessel. Most preferably, the cargo vehicle is a ship (e.g. a container ship). The ship may be a mono-hull ship, a bi-hull ship a trihull ship or may comprise more than three hulls. Preferably, the ship is a mono-hull ship or a bi-hull ship. Preferably, the cargo vehicle is an autonomous or partially autonomous vehicle. Preferably, the cargo vehicle is powered by hydrogen, solar, wind and/or tidal derived energy or any combination thereof, more preferably the cargo vehicle is mainly or predominately powered (still more preferably is powered) by hydrogen derived energy (e.g. by hydrogen fuel cells and a hydrogen fuel source).

The cargo vehicle is suitable for transporting (and/or, once and for all, the storage module is suitable for storing) multiple (i.e, at least two) containers. Preferably, the cargo vehicle is suitable for transporting at least 10 containers, more preferably at least 20 containers, still more preferably at least 40 containers, most preferably at least 60 containers (e.g. at least 100 containers). In one option, the cargo vehicle is suitable for transporting at least 200 containers, more preferably at least 300 containers, still more preferably at least 400 containers (e.g, at least 500 containers). In a further option, the cargo vehicle is suitable for transporting multiple shipping containers (e.g. at least two TEU (i.e. Twenty-foot Equivalent Units)). In this option, the cargo vehicle is preferably suitable for transporting at least 4 TEU, more preferably at least 10 TEU, still more preferably at least 20 TEU, most preferably at least 40 TEU (e.g. at least 50 TEU). In a still further option, the cargo vehicle is suitable for transporting at least 100 TEU, more preferably at least 200 TEU, still more preferably at least 300 TEU, most preferably at least 400 TEU (e.g. at least 500 FEU).

Preferably, the storage module (more preferably, the storage array) is configured (e.g, is sized) for storing the maximum number of containers that the cargo vehicle, within, into or on which the system is installed, is suitable for transporting.

The external shape of each of the multiple containers is preferably a prism, more preferably a cuboid, still more preferably a rectangular cuboid. Each of the multiple containers may have the same external dimensions (e.g. the same length, height, and width) or may have external dimensions selected from a group (or optionally a range) of external dimensions. In any case, the containers may be designed with any suitable shape or size, such as to accommodate special goods (e.g. smaller than a standard shipping container) and/or have a specific purpose design for transporting special cargos (e.g. frozen or fresh goods, such as fish, precision machined parts, cars or other vehicles, finished car wheels, or even military logistics goods such as munitions or fuels) and the system can be adapted accordingly (e.g. to accommodate special purpose containers).

Preferably, the group of external dimensions (i.e. a group of container size options) is specified such that a full length and preferably a full width and optionally a full height of each storage location may be entirely filled by a container or combination of containers selected from the group of container size options (e.g. without any container impeding on an adjacent storage location) with the necessary clearance between containers (e.g. to allow for movement of containers into and out of the storage location). A suitable clearance at each end and side of each container to be stored in any storage location is considered to be at least 1" and preferably from 2" to 5", but may be any suitable clearance for a particular need. For example, each storage location may be sized to accommodate the group of container size options having an external length of 40' (12.2m), 30' (9.1m), 20' (61m), 10' (3m) or 5' (1.5m), for example by sizing the storage location at a little over 40' (e.g. with say at least 1" and preferably from 2" to 5" clearance on each end and side) or where multiple smaller, e.g. 20', containers are to be disposed side-by-side, the storage location may be sized at 40' with at least 1" and preferably from 2" to 5" clearance at each end and between the containers.. In this example, subject to a small clearance extent, any lengthwise void in a storage location can be filled by one or more containers from the group of container size options. Preferably, the group of container size options is specified such that it does not include external dimensions having a length or a width and optionally a height that is greater than the dimensions of a storage location.

Preferably, each of the multiple containers does not have external dimensions larger than 45' (13.7m) L x 8' (2.4m) W x 9.5' (2.9m) H [e.g. a 45 foot high cube shipping container], more preferably 40' (12.2m) L < 8' (2.4m) W x 9.5' (2.9m) H [e.g. a 40 foot high cube shipping container], still more preferably 40' (12.2m) L x 8' (2.4m) W >< 8.5' (2.6 m) [e.g. a 40 foot standard shipping container]. Preferably, each of the multiple containers does not have external dimensions smaller than 5' (1.5m) Lx 8' (2.4m) W x 8' (2.4m) [e.g. a 5 foot shipping container].

Preferably, each of the multiple containers has a width of 8' (2.4m).

Preferably, each of the multiple containers is configured to be releasably engaged (more preferably, releasably engaged at its top) by a container engaging means of the at least one container transporter. Still more preferably, each of the multiple containers comprises standard ISO" corner castings in at least each of its top corners. For example, each of the multiple containers is configured to be releasably engaged by a container spreader of the container transporter.

The multiple containers are preferably multiple shipping containers (e.g. intermodal shipping containers). Each of the multiple shipping containers may be any combination of general purpose and/or specific purpose shipping containers.

Preferably, each of the multiple shipping containers comply with the external dimensions of one of the designations (e.g. 1AAA, IAA, 1A, 1BBB, 1BB, 1B, 1CCC, 1CC, 1C, ID, IEEE, I EE, I E or 1F) of the International Organization for Standardization's (ISO') international standard 668 (Series 1 freight containers). More preferably, each of the multiple shipping containers has a width of 8' (2.4m) and a length of 40' (12.2 m), 29' 11.25" (9.1 m), 19' 10.5" (6.1m) or 9' 9.75" (3m). For example, each of the multiple shipping containers has a width of 8' (2.4m) and a length of 40' (12.2 m) [i.e. ISO 668 designation 1A, IAA or IAA] or 29' 11.25" (9.1 m) [Le. ISO' 668 designation 1C, 1CC or ICC].

In a one option, the multiple containers (or multiple shipping containers) are specific purpose containers for transporting fish (e.g, reefer containers) and/or other sea life caught or cultivated (e.g, for consumption).

In a further option, the multiple containers (or multiple shipping containers) are specific purpose containers for transporting cars and/or other personal-use vehicles (i.e. car-carrier containers). Preferably, a car-carrier container is configured to optimise (e.g. maximise) the number of personal-use vehicles that can fit within it. For example, a car-carrier container may fit from 4 to 16 cars and/or other personal-use vehicles, more preferably from 5 to 14, still more preferably from 6 to 12, e.g. from 8 to 10. Preferably, the car-carrier container comprises at least two decks for providing the car-carrier container with at least two internal levels (e.g. the car-carrier container comprises two levels).

Preferably, each deck and/or sub-portions of each deck of the container can be lowered and/or titled and/or moved along a length of the container such that personal-use vehicles can drive onto, can be optimally stored within, and can drive off the car-carrier container. Optionally, the car-carrier container may comprise an exoskeletal structure or a structure that serves to hold multiple cars, but need not be a full enclosure. A particular advantage of the car-carrier container is that a group of personal-use vehicles can be loaded into the car-carrier container at a source (e.g. a manufacturing plant), the group of personal-use vehicles are deposited and dispensed by the system as a single-unit container, and the group of personal-use vehicles may be unloaded from the car-carrier container at a final destination (e.g. a car showroom). Thus, for example, personal-use vehicles do not need to be individually driven on and off a first specific purpose car transporter trailer, subsequently a specific purpose RO-RO cargo vehicle, and finally a second specific purpose car transporter trailer. This reduces the cost of transporting personal-use vehicles intermodally and the likelihood of damaging said vehicles in transit. A car-carrier container as described above is provided as a further aspect of the invention.

Optionally, each of the multiple containers, inclusive of their cargo, may weigh from 10 to 60 tonnes, more preferably from 20 to 50 tonnes, still more preferably from 20 to 40 tonnes, e.g. from 30 to 38 tonnes.

A further option of specific purpose container is a tank container for transporting bulk liquids, gases, and/or other fluid-like materials (e.g. foodstuffs). For example, a tank container may be a fuel container (e.g. a liquid hydrogen container), preferably wherein the fuel container is configured to supply fuel to the system and optionally to the cargo vehicle. Thus, preferably, the system can load its own fuel supply onto the cargo vehicle.

Further specific purpose containers may be of any suitable shape or size, such as for precision machined parts, finished car wheels, military logistics goods, munitions or fuels (and the system and array may be adapted or designed to accommodate them, such as in a portion of the system and array or in the whole system or array) Preferably, each of the multiple containers may be uniquely identified (e.g. by a registration or serial number). Preferably, the computer and/or the control system logs the location of every container within the system at any time.

Preferably, the system is configured to log temperature in the system (and external to the system/ship) with temperature sensors disposed in the system and preferably is configured to log the location of the vessel (e.g. ship). With such data, the system can provide projections of temperature at arrival, which may be useful for logistics and planning management.

The storage module comprises a storage array having columns of storage locations. Preferably, the storage module comprises a base for supporting containers within the storage array (e.g. for supporting containers positioned in a bottom storage location of each column).

In one option, the base comprises base guides corresponding with each column of the storage array. Preferably, the base guides are configured to prohibit a container or group of containers positioned in a bottom storage location of a column from impinging (e.g. by moving when the cargo vehicle is in transit) into a bottom storage location of an adjacent column, on a space outside the array, and/or from moving within a storage location. For example, base guides may include column-sized recesses in the base, stacking cones, and/or mid-bay guides.

Optionally, the storage module comprises a side wall(s), more preferably all sides of the storage module comprise a side wall. For example, the storage module may be a rectangular cuboid and thus comprise four side walls. Optionally, the side wall(s) is/are comprised or partially comprised of a hull (e.g. an innermost hull) of the cargo vehicle. Optionally, the storage module is divided into portions by transverse bulkheads such that the portions are effectively disposed in a series of separate holds within a ship. Preferably each such portion would be linked by a single load-bearing framework.

Preferably, the storage module is covered such that an inside of the storage module is (e.g. containers stored in the storage array are) protected from the elements. More preferably, the storage module is covered by a roof For example, the roof may comprise or consists of the deck of the cargo vehicle. Preferably, the roof is fixed in place (e.g. the roof is not retractable and/or does not comprise a cargo hatch(es)). It is difficult to configure a conventional container ship, for example, to comprise a roof (e.g. a fixed roof) for protecting its cargo. This is because overhead quayside or overhead on-board cranes are typically used to lade and discharge containers from said conventional ship. An advantage of the present system is that conventional overhead cranes are not required (either on-board or on the quayside), thus, the storage module can readily be configured to comprise a roof for protecting the inside of the storage module (and thus containers stored in the storage array) from the elements. And, in turn, because the system is completely or largely sheltered from the elements operational downtime due to damage (e.g. corrosion) or breakdown caused by the external elements is reduced. Thus, the operations may be protected from weather-related factors such as ice, wind and sand.

The storage array may be a two-dimensional array (e.g, a matrix) or a three-dimensional array (e.g. sheets of matrices). Preferably, a column of the storage array comprises at least two stacked storage locations (e.g. at least two tiers or levels), more preferably at least three, for example at least four. Preferably, all storage locations stacked in a column (more preferably in a matrix (e.g, a sheet), still more preferably in a three-dimensional array) have the same width, length and/or height (most preferably at least the same width and length). Optionally, storage locations (or columns of storage locations) at different positions within the array may have different dimensions in order to accommodate different sized containers for different customer needs.

Preferably, each matrix has at least two columns and/or at least two levels (e.g. tiers). For example, a matrix may have three columns and four levels (e.g. 12 storage locations). A two-dimensional array, or each matrix (e.g. each sheet) of a three-dimensional array, may optionally be termed a bay.

Preferably, a three-dimensional array comprises at least two sheets (e.g. bays), more preferably at least three sheets, still more preferably at least four sheets, e.g. five sheets. Preferably, a three-dimensional storage array comprises at least two tiers, at least two rows and at least two bays. For example, a three-dimensional array may comprise two sheets, each sheet (e.g. each matrix or bay) comprising two columns and two levels (e.g. tiers). Thus, in this example, the three-dimensional array may comprise eight storage locations. In a three-dimensional array, two or more adjacent columns that are intersected by a plane that is perpendicular to each sheet (e.g. each bay) may together be termed a row. Preferably, a row extends between a fore (e.g. bow) and an aft (e.g. stern) while a bay extends between a port and starboard of a cargo vehicle within, into or on which the system is installed.

Preferably, each storage location in a three-dimensional array may be identified by a unique bay, tier, and row number combination.

In an option, where all storage locations of a three-dimensional array have the same width and length, each column of the three-dimensional array may be identified by a unique bay and row number combination. In this option, the height of each storage location may be dynamic (e.g. the columns of the storage array can accommodate standard height (8.5' (2.6m)), high cube height (9.5' (2.9m)), and/or other height containers). Preferably, the height of each storage location corresponds to the largest height of any container stored within it (e.g. a container having the largest height within a storage location defines the height of that storage location). For example, a first container stored in a bottom (e.g. a first tier) storage location of a first column may have a height of 8.5' (2.6m) while a second container stored directly above the first container in a second tier storage location may have a height of 9.5' (2.9m). Thus, in this example, the first-tier storage location inherits a height of 8.5' (2.6m) and the second-tier storage location inherits a height of 9.5' (2.9m). Therefore, in this option, each column of the three-dimensional array may have different permutations of storage location heights and thus a different number of tiers.

Thus, in this option, although each storage location in a three-dimensional array may be identified by a unique bay, tier, and row number combination, each storage location may be located by first locating its column by a unique bay and row number combination and subsequently identifying its location by tier number.

A particular advantage of this option is that the multiple containers do not need to be grouped together within the storage array by height and can be positioned in the storage array to optimise (e.g. minimise) the duration of time a cargo vehicle must spend at a destination (e.g. in port) for loading and unloading containers In one option, each column of a matrix or three-dimensional array has the same height. For example, where each storage location in a matrix or three-dimensional array has identical dimensions, each column of the matrix or three-dimensional array comprises an equal number of storage locations. Thus, in this option, a sheet of or the entire storage array is a cuboid.

Preferably, the storage array is configured to maximize the system's container storage capacity relative to the shape of the cargo vehicle within, into or on which the system is installed. More preferably, the storage array is configured to conform with the shape of a hold (e.g. internal hold) of the cargo vehicle. For example, if the cargo vehicle (e.g, a ship) comprises a single curved or v-shaped hull, the height of columns of central rows (e.g. rows central between port and starboard of the cargo vehicle) will be larger than the height of columns of distal rows (e.g. rows proximal to the port or starboard of the cargo vehicle). Thus, in this option, the storage array is not a cuboid. A sealed door/hatch may be provided at the stern or side to seal the hull space and maintain hull buoyancy.

Preferably, each column of the storage array comprises a top plane (e.g, a top opening). Preferably, containers enter and exit a column via its top plane. Preferably, the storage array is configured such that all top planes (e.g. each top tier storage location) of a storage array are disposed at the same height within the storage module. Thus, preferably, columns of greater height will extend further down into a cargo vehicle by contrast to columns of lesser height.

Preferably, the storage module (e.g. the storage array) further comprises a storage framework for guiding containers as they are stowed in and removed from the storage array and/or for securing containers in the storage array. More preferably, the storage framework is configured to guide containers as they are stowed in and removed from each column of the storage array and/or for securing containers in each column of the storage array. Still more preferably, the storage framework is configured to guide containers as they are stowed in and removed from each column such that they are prohibited from moving with any degree of freedom other than vertically relative to the columns.

Preferably, the storage framework is attached to (or integral with) a base and/or side(s) of the storage module (e.g. the storage framework is attached to or integral with the hull (e.g. innermost hull) of a cargo vehicle).

Preferably, the storage framework is configured to guide a container(s) as it is stowed in and removed from a column of the storage array such that at least a portion of the guided container(s) (i.e. one or more containers) does not impinge into an adjacent column or outside the array. For example, such that at least a portion of the guided container(s) does not swing into an adjacent column or outside the array while being stowed in or removed from a column. More preferably, the storage framework is configured such that once a container(s) (still more preferably once a bottom of a container(s), optionally once a container(s) and an engaged container engagement means of the at least one container transporter) enters a column (e.g. passes through a top plane of a column), the container(s) may only move vertically within (e.g. relative to) the column. An advantage of this feature is that a container is preferably prohibited from moving with any other degree of freedom (i.e. any other rotational or linear movement) relative to a column it is being stowed in or removed from. Most preferably, the storage framework is configured such that a container(s) and/or a container engaging means abuts or engages with at least one (preferably at least two, more preferably at least 3, still more preferably at least 4) guiding means (e.g. vertical elongate guides) of the storage framework when entering and within a column of the storage array. For example, the storage framework may be configured such that each column of the storage array comprises a vertical elongate guide (e.g. comprising a V-shaped (e.g. right angle) cross-section) at each of four vertical edges of the column (e.g. a container cell guide at each of four side edges).

Preferably, the storage framework is configured to prohibit a container(s) stored in a storage location from shifting position (e.g. during transit of the cargo vehicle), e.g. such that at least a portion of the guided container(s) cannot impinge into an adjacent storage location or outside the array. More preferably, the storage framework is further configured to prohibit a container(s) stored in a storage location from shifting position within its storage location (e.g. during transit of the cargo vehicle). For example, a container in a storage location may be reversibly locked (e.g. automatically locked and unlocked, preferably by the control system) to the storage framework, the storage module and/or an adjacent container(s) such that the container cannot move relative to its storage location when locked.

Preferably, each vertical elongate guide of the guiding means is disposed on (or is) a vertical beam or vertical sheet (e.g. bulkhead) of the storage framework. Preferably, a vertical beam is disposed at each vertical edge of a column of the storage array. Thus, where two columns share the same vertical edge (or have vertical edges that are adjacent) they may share the same vertical beam (e.g. a beam comprising a T-shaped cross section) and where four columns share the same vertical edge (or have vertical edges that are adjacent) they may share the same vertical beam (e.g. a beam comprising an X-shaped cross section). In one option, a vertical sheet is disposed between each bay of columns and preferably comprises the vertical guiding means. Preferably, both lateral edges of a structural sheet are connected to (more preferably, integral with) sides of the storage module (e.g. the hull or innermost hull of the cargo vehicle).

Preferably, when (and where) the storage framework comprise vertical beams, the storage framework further comprise at least one horizontal structural beam that spans across (and is preferably integral with) all vertical beams disposed in the same vertical plane. Preferably, the vertical plane extends laterally (e.g. between port and starboard of a cargo vehicle) or longitudinally (e.g. between aft and stern of a cargo vehicle). More preferably, a vertical plane may only extend laterally (e.g. between and not through bays of the storage array).

Preferably, each vertical plane may comprise at least two, more preferably at least three, still more preferably at least four horizonal structural beams disposed at intervals (e.g. equal intervals) along the length of vertical beams disposed in the plane. For example, there may be one horizontal structural beam per three tiers of the storage array, preferably per two tiers of the storage array, still more preferably per tier of the storage array.

Preferably, the storage framework (e.g. beams, structural sheets, or other elements of the storage framework) is integral with one or more sides and/or the base (and optionally with a roof) of the storage module. For example, the storage framework is integral with the hull (e.g. the innermost hull) of the cargo vehicle.

Optionally, the storage array is (e.g. the storage locations of the storage array are) defined by the storage framework.

Optionally, the storage module may comprise two or more storage arrays, which two or more storage arrays share the load bearing framework. For example, a first storage array may be configured for storing containers having external dimensions from a first group of container size options or having the same size containers while a second storage array may be configured for storing containers having external dimensions from a second group of container size options or having the same size containers. Optionally, some or all of the at least two storage arrays may abut each other (e.g. share the same storage framework). In a further option, some or all of the at least two storage arrays may be separated by a void and/or a dividing member (e.g. a bulkhead) Optionally, the system may comprise two or more storage modules installed within, into or on a cargo vehicle. For example, a first storage module may be disposed above a second storage module. A particular advantage of this arrangement, in deep-sea shipping for example, is improved speed of loading a set and unloading a set of containers from the system (e.g, increased container throughput). Preferably, a system comprising two storage modules on the same cargo vehicle is configured such that a container can be transferred from any storage module to any alternative storage module. For example, the first storage module may comprise at least one transfer column, which transfer column communicates with a column of the storage array of the second storage module. Thus, in this example, a container can be transferred from the first storage module to the second storage module (or vice versa) via the transfer column.

Preferably, a storage location is a pre-defined volume of space (e.g. a cell) within the storage array. Preferably, a storage location has a prism shape and more preferably a rectangular cuboid shape. When the dimensions of all storage locations within the storage array are identical, the location of each storage location is constant. When then length and width of all storage locations within the storage array is constant and the height of the storage locations within the storage array is variable, the location (and number of) storage locations within the storage array is defined by the dimensions of and locations of containers within the array (e.g. by a loading plan). Thus, in one option, each storage location is a dynamic volume of space whereby at least one of its dimensions (i.e. width, height and/or length) is defined by the largest dimensions of a container(s) stored within it.

Preferably, each storage location is configured to receive (e.g. to house or to accommodate) a single container having, or several containers having in combination, external dimensions of 45' (13.7m) L x 8' (2.4m) W x 9.5' (2.9m) H, more preferably 40' (12.2m) L x 8' (2.4 m)W x 9.5' (2.9m) H, still more preferably 40' (12.2m) L x 8' (2.4m) W x 8.5' (2.6m) El, for example 20' (6.1m) L < 8' (2.4m) W x 8.5' (2.6m) H. The system comprises a load bearing framework disposed in the storage module and cooperating with the columns of the storage array. Preferably, the load bearing framework is configured such that the at least one container transporter may use the load bearing framework to locate itself at a position above (and, more preferably, such that the transporter can communicate with) any column of the storage array. Still more preferably, the load bearing framework corresponds with the columns of the storage array.

Preferably, the load bearing framework is disposed in an upper portion of the storage module (e.g. above the storage array), more preferably in an upper portion of the storage array, still more preferably at a top of the storage array.

Preferably, in embodiments including a storage framework, the load bearing framework is fixed to or integral with the storage framework, still more preferably the load bearing framework is fixed to or integral with the top of the storage framework, for example the load bearing framework is or comprises the top of the storage framework.

Preferably, the load bearing framework is fixed to (e.g. integral with) the sides (e.g. two or more sides) and/or the roof of the storage module (e.g. with the sides and/or roof of a hold (e.g. the hull) of the cargo vehicle).

Preferably, the load bearing framework is configured such that at least one container transporter can travel on and above it. In one option, the load bearing framework is configured to suspend the at least one container transporter. Preferably, the load bearing framework is configured such that the at least one container transporter can use it by travelling relative to it in a lateral x-or y-direction. Preferably, the load bearing framework is configured such that the at least one container transporter can use it to travel above rows and bays of the columns of the storage array.

Preferably, the load bearing framework comprises a first set of (e.g. two or more) elongate guides (e.g. rails or tracks or channels) and a second set of elongate guides (e.g. rails or tracks or channels) that are perpendicular to and cross (e.g. intersect) the first set of guides.

Preferably, the elongate guides are elongate U-shaped channels. Preferably, a cross-section of the U-shaped channels comprise a flat bottom portion for contacting a driving means of a container transporter and two vertical lateral portions for guiding the driving means, wherein the bottom portion and the two vertical lateral potions together define a recess for receiving the driving means. Thus, preferably, a driving means may travel along a U-shaped elongate channel and be prohibited from veering off the elongate guide by the vertical lateral portions. Optionally, the inner surface of the bottom portion comprises a tread pattern for increasing friction between the elongate channel and the driving means.

Preferably, the load bearing framework comprises a grid of elongate guides (e.g. rails or tracks or channels). Preferably, the load bearing framework (e.g. the grid of elongate guides) defines a set of apertures (e.g. square or rectangular apertures), wherein the set of apertures comprises an aperture corresponding with each column of the storage array (thus, herein, the apertures of this set are termed storage apertures). Preferably, each storage aperture corresponds with the top plane of each column, more preferably each aperture is the top plane of each column.

Preferably, each group of storage apertures disposed above the same bay (e.g. y-direction) or row (e.g, x-direction) of the storage array is termed a load bearing lane. Preferably, the at least one automatic container transporter may travel directly from one end to an opposite end of a load bearing lane.

Preferably, the load bearing framework is configured such that when a first container transporter is disposed above a storage aperture (or any aperture) it will not prohibit a second container transporter from travelling along any load bearing lane directly adjacent to the storage aperture. Preferably, when a first container transporter is disposed above a first storage aperture a second container transporter can dispose itself above any further storage aperture directly adjacent the first storage aperture. Thus, preferably, each elongate guide of the load bearing framework comprises dual (e.g abutting parallel) rails, tracks, or channels. Preferably, in this embodiment, each elongate guide is configured (e.g. comprises a width) such that it can simultaneously accommodate the driving means of two container transporters that are disposed on and at the same position along the length of directly adjacent load bearing lanes. This, in one example, two abutting elongate U-shaped channels (e.g. a W-shaped channel) may share a lateral vertical portion. In an alternative embodiment, the system is configured (by way of a computer program controlling the operation of the container transporters, e.g, using computer software running appropriate algorithms) so as to avoid passing on adjacent load bearing lanes and to avoid collision (e.g. by taking an alternative route). In this alternative embodiment, the elongate guides may be sized to accommodate just one driving means across its width. Preferably, a control system is configured to prevent two container transporters occupying the same space and to avoid collisions.

Preferably, each storage aperture of a set of storage apertures has the same size and/or shape and more preferably has a width of 16' (4.9m) and/or 8' (2.4m). Preferably, each storage aperture has a length of 80' (24.4m), 40' (12.2m) and/or 20' (6.1m) (and/or optionally 45' (13.7m)), more preferably a length of 40' (12.2m) and/or 20' (6.1m). In some options, for example where two storage arrays share the load bearing framework, the load bearing framework has two or more sets of storage apertures.

Preferably, the load bearing framework is configured such that the at least one container transporter can travel above (or within) the storage array in a longitudinal (i.e. forwards and backwards, or, between the aft and stern of a cargo vehicle) direction and a lateral (i.e. sideways, or, between the starboard and port of a cargo vehicle) direction.

The at least one container transporter is (preferably, at least two container transporters are each) configured to use at least a part of the load bearing framework for transporting a container from any storage location (e.g. any accessible storage location) (e.g. from the topmost occupied storage location of a column) or loading interface to any storage location (e.g. any accessible storage location) or loading interface. Optionally, the at least one container transporter is further configured to use at least a part of the load bearing framework for repositioning a container within a storage location.

Optionally, the at least one container transported is suspended from the load bearing framework. Preferably, the at least one container transport is disposed on and above the load bearing framework.

Preferably, the at least one container transporter is configured to load a container into and unload a container from the system (e.g, from the cargo vehicle) via the at least one loading interface.

Preferably, the at least one container transporter is configured to collect a container from and to place a container on (e.g, via a loading interface) a container vehicle (e.g, a container lorry) or a further cargo vehicle (e.g. a fishing 30 vessel).

Preferably, the container vehicle is configured to position at least one container for loading in the system and/or receive at least one container for unloading from the system at an interface location. For example, the container vehicle may be a lorry (e.g. comprising a flat bed trailer or an intermodal container chassis), a freight train, and/or a barge.

Preferably, the container vehicle is an automated container vehicle (e.g. an automated guided container vehicle). Preferably, the container vehicle is configured to transport at most three containers (e.g. one or two containers) (more preferably, a single 45' (13.7m) or 40' (12.2m) container or two 20' (6.1m) containers) from a peripheral location (e.g. a warehouse, optionally in port area) to an interface (e.g. a loading or system interface) location.

In one option, the automated container vehicle(s) is controlled (e.g. automatically and/or autonomously controlled) by the computer and the control system and preferably the system further comprise the automated container vehicle(s).

Preferably, the at least one container transporter is configured to collect a container from and to place a container in (e.g. transfer a container to) a second storage module via the at least one loading interface.

Preferably, at least the second storage module is configured for loading and unloading containers from cargo vehicles and/or container vehicles of at least two modes of transport. More preferably, at least the second storage module is configured for loading and unloading containers from at least water-going (e.g. sea-going) and land-based (e.g. road-and/or rail-going) cargo and/or container vehicles. Still more preferably, at least the second storage module is configured for loading and unloading containers from container ships and container lorries and/or container trains.

In a particular embodiment, the system is configured to load and unload containers from a second (e.g. daughter) cargo vehicle (e.g. to facilitate transshipment), wherein the second cargo vehicle preferably has installed within, into or on it a system of the first aspect. Optionally, the cargo vehicle and the second cargo vehicle share the same computer and control system. In a further option, the cargo vehicle and the second cargo vehicle each comprise a computer and a control system. In this further option, the system (e.g. the computer and/or the control system) of the cargo vehicle and the system of the second cargo vehicle communicate wirelessly.

Preferably, the second cargo vehicle is smaller than the cargo vehicle, more preferably the cargo vehicle is configured to receive internally at least a portion of the second cargo vehicle (e.g. via a closeable side hatch or shell door). In one option, the second cargo vehicle comprise an interface location (e.g. on a deck of the second cargo vehicle).

Preferably, in this particular embodiment, the cargo vehicle comprises a bi-hull (i.e. it is a catamaran) and is configured to load and unload a container(s) from/to the second cargo vehicle at a position between its two hulls.

Optionally, the cargo vehicle comprises a single hull. Preferably, the cargo vehicle comprises a side, stern or bow hatch (e.g. a shell door) that may be opened such that the cargo vehicle can internally accommodate at least a portion of (preferably, so that it can accommodate the) second cargo vehicle. In the case of a monohull cargo vehicle, the hull may optionally be modified to allow a daughter vessel to be accommodated in the hull for the purpose of loading and unloading. For example, a projection may be provided in the hull (e.g. at or above the water line) to provide a berth for a daughter vessel, whereby transporters on a load bearing framework extending above the berth can access cargo holds of the daughter vessel. In the case of a monohull, the hull is most likely to be modified to have a stern hatch Preferably, in this particular embodiment, the cargo vehicle is a reefer ship and in a further preferred embodiment, the second cargo vehicle is a daughter vessel such as a vessel for transporting containers or other loads to and from a small fish farm or small port (e.g, where the draft is not sufficient to receive the cargo vessel) or is a fishing vessel.

A loading interface (which may be a system interface in embodiments where the system is self-contained on a cargo vehicle) is an interface, through which containers may transit, between elements of the system installed on the cargo vehicle and elements of the system external to the cargo vehicle or anything external to the system. A system interface is an interface, through which containers may transit, between the system and anything external to the system. An interface location (e.g. a loading interface location or a system interface location) is a location where a container(s) is positioned to facilitate collection of the container(s) before entering (e.g. before entering the system or a part of the system) and where a container(s) is placed after exiting (e.g. after exiting the system or a part of the system) a loading or system interface.

Preferably, any size of container the system is configured to load and unload can transit through any loading or system interface.

Preferably, an interface location is located below a portion of the load bearing framework, more preferably below a portion of the load bearing framework that is not disposed above the storage array (e.g. that does not communicate with a column of the storage array). More preferably, an interface location is located below a (non-storage) loading aperture (e.g. a loading or system interface) of the loading bearing framework. Preferably, the at least one container transporter can use the load bearing framework to travel to a loading aperture and load or unload a container(s) from/on a container vehicle (or, another vehicle (e.g. another cargo vehicle) or the ground) positioned at the interface location.

Preferably, the systems comprises at least two loading apertures, more preferably at least three loading apertures, still more preferably at least four loading apertures.

Preferably, a loading aperture (which is or is a part of the at least one loading interface) has the same or larger dimensions than the largest storage aperture of the load bearing framework, more preferably the same width as the largest width and the same or a larger length than the largest length of the storage apertures of the load bearing framework.

In one example, a loading aperture has at least a larger length (and/or optionally a larger width) than the largest length (and/or width) of the storage apertures of the load bearing framework. An advantage of this loading aperture configuration is that the at least one container transporter can adjust its position along the length (and/or width) of the loading aperture for engaging a container(s) positioned below the loading aperture at a loading interface location. This feature is useful when a container (e.g. a container on a container lorry) is not position accurately at a loading interface location. Preferably, in this example, the loading aperture has a length at least twice (e.g. that is twice the length) of the largest length of the storage apertures. For example, the loading aperture may have a length of 160' (48.8m), 80' (24.4m), 40' (12.2m) and/or 20' (6.1m) (and/or optionally 90' (27.4m)), more preferably a length of 80' (24.4m) and/or 40' (I2.2m).

In one option, a or all loading interface locations is/are located inside the cargo vehicle. For example, a container vehicle travels onto the cargo vehicle and positions itself (e.g. its container(s) or a container receiving means (e.g. a flatbed or container chassis trailer optionally comprising twistlock bayonets at each corner)) at a loading interface location.

Preferably, at least a portion of the load bearing framework extends (e.g. overhangs) (preferably, is configured to retractably extend) from the storage module (e.g. from the cargo vehicle) such that the at least one container transporter may collect a container from or place a container at a loading interface location that is external to the storage module (e.g. to the cargo vehicle). For example, such that the at least one container transporter may collect a container from or place a container at a loading interface location located at a quayside. The at least a portion of the load bearing framework that extends may extend from any side of the storage module.

Preferably, at least one portion (more preferably, at least two portions, still more preferably at least three portions, most preferably at least four portions) of the load bearing framework extends from (e.g. overhangs) the storage array, more preferably extends from the cargo vehicle within, into or on which the system is installed. Thus, the at least one container transporter may preferably collect a container from or place a container at a location (e.g. a loading interface location) that is external to the cargo vehicle and below the extended load bearing framework portion. Still more preferably, at least one portion of the loading bearing framework extends from a side (e.g. port or starboard), a back (e.g. aft) and/or a front (e.g. bow) of a cargo vehicle. Most preferably, the at least one extending portion of the load bearing framework extends from at least or only a back of the cargo vehicle. Preferably, the at least one extending portion is configured to extend from a open side hatch (e.g. an open shell door) of the cargo vehicle within, into or on which the system is installed. Preferably, an extending portion of the load bearing framework comprises at least one loading interface (e.g. at least one loading aperture). An advantage of this feature is that the system is configured to load and unload containers (via an extending loading interface) from/to a loading interface location external to a cargo vehicle (e.g. on a quayside) without the need for conventional cranes (e.g. container cranes, overhead quayside cranes or onboard overhead cranes) or for container vehicles to drive onto the cargo vehicle, improving operational and storage efficiency.

Preferably, the at least one portion of the load bearing framework that extends from the storage module (more preferably, from the cargo vehicle) is configured to retractably extend. For example, the at least one portion of the load bearing framework configured to retractably extend may be hinged (or hinged and slideably extendable) to an adjacent non-extending portion of the loadbearing framework. In one example, extension and retraction of the extending portion may be actuated using a hydraulic ram or such like. Thus, preferably, the at least one portion of the load bearing framework that is configured to extend may be disposed in an extended position when the cargo vehicle is stationary (e.g, in port) and may be disposed in a retracted position (e.g. fully disposed within the cargo vehicle) when the cargo vehicle is in transit. Preferably, when the extended portion is retracted a side hatch (e.g. a shell door) is closed such that the storage module is fully protected from the elements (e.g, while the cargo vehicle is at sea or in the air).

In one option, where the system comprises a storage framework, each storage location comprises a container supporting means. Thus, in this option, a container can be stored in any storage location of the storage array (e.g, without requiring a container(s) to be stored in a storage location directly below it). An advantage of this feature is that weight distribution of containers within the storage array can be optimized, containers can be temporarily stored in the upper tiers of the storage array while containers within the storage array are being re-positioned, and containers to be dispensed (e.g. discharged) at the next destination of the cargo vehicle can be stored in upper tiers of the storage array to minimise time docked at the next destination.

Preferably, the container supporting means is retractably extendable. Thus, when the container supporting means is in a retracted position (e.g. located within the storage framework) it does not impede into the internal space of a storage location (e.g. into the volume of a column of the storage array). And thus, when the container supporting means is in an extended position, it will impede into the internal space of a storage location and prohibit a container that is being lowered within a column from passing below the height of a topmost extended container supporting means.

Preferably, the container supporting means is configured to support one or more containers (e.g. two or three containers) in a storage location.

In one option, the container supporting means comprises retractable (e.g. swivel hinged) ledges (e.g. at least two hinged ledges) disposed around a bottom of its storage location (or around a top of an adjacent lower storage location). In this option, the container supporting means is preferably configured such that at least each bottom corner of a container stored in a storage location will rest on and be supported by ledges (e.g. corner ledges) of the container supporting means. Thus, if a storage location (e.g. having a length of 40' (12.2m) plus at least 1" and preferably 2" to 5" clearance at each end and a further 1" and preferably 2" to 5" between any containers to be stowed there) is configured to store two containers (e.g. two container having a length of 20' (6.1m)) the storage location may comprise a container supporting means comprising at least 6 (e.g. 8) retractable corner ledges. Optionally, each retractable ledge, on a top surface, comprises fixed stacking cones or automatic twist locks (e.g. twist lock bayonets).

In a second option, wherein the system is configured to load and unload containers comprising standard ISO corner castings in each corner, the container supporting means comprises retractable pins configured to extend into a side aperture (e.g. lashing aperture) of each of a top four and/or a bottom four corner castings of a container when the container is positioned in the storage location. Optionally, the proximal end of each pin (e.g. the end of each pin that is inserted into a corner casting) comprises a swivel head. Preferably, when the pin comprises a swivel head, the pin is configured to rotate (e.g. to rotate 900) about a longitudinal axis of the pin such that the swivel head locks into a side aperture of a corner casting.

In a third option the container supporting means may comprise retractable ledges and/or pins.

Preferably, the load bearing framework is configured for supporting one or more containers at its height. Thus, preferably, each storage aperture of the load bearing framework comprises a container supporting means as described above.

In a preferred embodiment, each column of the storage array comprises a single container supporting means towards its top (and optionally each storage aperture of the load bearing framework comprises a single container supporting means). For example, each topmost storage location of each column comprises a container supporting means. Preferably, any container the system is configured to load and dispense, when supported by a topmost container supporting means, will not protrude above (e.g. through) a storage aperture (e.g. a top face of its column). An advantage of this configuration is that a container can be stored at the top of each column for the purpose of distributing weight within the storage array and/or temporarily storing a container during repositioning of containers within the storage array. It is quickest for a container transporter to stow and collect a container in/from a top storage location of a column (rather than a lower storage location). Because a container is stored at a top but not at least partially above each column (e.g. because a container does not impede above the load bearing framework) the at least one container transporter remains free to use any part of the load bearing framework.

In embodiments where the at least one container transporter is disposed on and above the load bearing framework, during rotational movement (e.g. yaw, pitch and/or roll) of the cargo vehicle there may be a risk that the at least one container transporter overturns/topples. Further, during said movement of the cargo vehicle the normal force (NF) imparted by the at least one container transporter on the load bearing framework is reduced. Thus, optionally, the storage module (preferably, the load bearing framework) further comprises a transporter stabilizing means for prohibiting the at least one container transporter from overturning. Preferably, the transporter stabilizing means contacts a top of the at least one container transporter as it uses the load bearing framework such that the transporter is prohibited from overturning. In one example, the transporter stabilizing means is a continuous or non-continuous horizontal stabilizing surface (e.g. an inside surface of the roof of the storage module). Preferably, a top of the at least one container transporter, when inside the storage module, remains in constant contact (e.g. via castor wheel(s), ball bearing(s), or other omni-directional contact(s)) with the horizontal stabilizing surface. In embodiments where the load bearing framework comprise at least one extending portion, a portion of the transporter stabilizing means (e.g. the horizontal stabilizing surface) extends to correspond with the at least one extending portion. In embodiments comprising a retractably extendable load bearing framework portion(s), a corresponding transporter stabilizing means is preferably an inner surface of a side hatch (e.g. shell door) of the cargo vehicle, wherein the side hatch is hinged to the cargo vehicle at its top edge. In a further example, the transporter stabilizing means is an inverted framework corresponding to the load bearing framework. In this further example, the at least one container transporter may comprise a bottom set of driving means (e.g. motor driven wheels or tires or continuous tracks) for engaging the load bearing framework and a top set of driving mean for engaging the inverted framework.

A particular advantage of the transporter stabilizing means is that a suitable level of normal force (FN) may be consistently applied by the at least one container transporter onto at least the load bearing framework (and optionally the transporter stabilizing means) regardless of the weight and center of gravity of the at least one container transporter, such that a suitable degree of friction between the at least one container transport and the load bearing framework can be maintained. This advantage provides for an improved acceleration, stopping distance, and useful load of the container transporter. This advantage also allows the at least one container transporter to use the load bearing framework when a cargo vehicle is subjected to rougher environmental conditions (e.g. rougher seas or turbulence) during transit.

Preferably, the system is configured to releasably connect to (e.g. to communicate with) a second system (e.g. external to the cargo vehicle) for loading and unloading containers. More preferably, the storage module is configured to releasably connect with a second storage module of a second system. Still more preferably, the load bearing framework is configured to releasably connect with a second load bearing framework of a second system. Preferably, the system is configured receive and unload a container(s) from/to the second system via the releasable connection. Preferably, a second system may be a stationary (e.g. land-based) system but may optionally be installed on a second cargo vehicle. For example, there may a second system at a first destination of a cargo vehicle (e.g. a port of lading) and a still further second system at a second destination of a cargo vehicle (e.g. a port of discharge). Optionally, where there are two or more secondary systems these may be termed port systems.

Preferably, the system is configured such that when it is connected to a second (e.g. port) system the at least one container transporter can travel between the system and the second system. For example, the at least one container transporter can travel between the load bearing framework and a connected second load bearing framework. Preferably, in this example, the load bearing framework is configured to releasably connect to a second load bearing framework via a spanning means (e.g. a spanning bridge or linkspan bridge).

Thus, optionally, the at least one loading interface (or an at least one system interface) includes at least one spanning means or a spanning means connector. Preferably, the at least one spanning means comprises at least one set of elongate guides that correspond with elongate guides of the load bearing framework and of the second load bearing framework. Preferably, the at least one spanning means comprises at least one (more preferably, at least two, still more preferably, at least three) load bearing lane(s) that may releasably connect a load bearing lane of the load bearing framework with a load bearing lane of a second load bearing framework.

In one option, the system further comprises the second system(s) arid spanning means. In a still further option, the system further comprises two or more second system(s) (e.g. two or more port systems) and optionally a corresponding number of spanning means.

In one option, the cargo vehicle is configured to dock and embark, and preferably to connect and disconnect with a second system, autonomously.

Preferably, the system comprises a plurality of (e.g. two or more) container transporters. For example, the system comprises at least three, more preferably at least four, still more preferably at least five, for example between 6 and 12 container transporters. Where the system comprises more than one container transporter, there may optionally be two or more types (e.g. sizes) of container transporter, wherein each size is configured to engage a specific size or groups of sizes of container.

There are several advantages to the system comprising a plurality of container transporters. Foremost, the efficiency and effectiveness of loading and unloading containers into/from the system is high (e.g. by contrast to conventional quayside or onboard cranes) such that the duration of time required to load a set of containers and to unload a set of containers is minimised. For example, several container transporters can stow and collect containers from alternative columns (i.e. can access columns) of the same bay of the storage array concurrently. Furthermore, two or more container transporters can work together to improve the efficiency of a task. For example, where a topmost container stowed in a column is container B and a second to topmost container stowed in the column is container A, to access container A container B must first be removed. A first container transporter can remove container B from the column, retain it, and position itself above an adjacent storage aperture. A second container transporter can collect container A and unload it from the system while, concurrently, the first container transporter re-stows container B as the topmost container in its original column. To achieve the same result with a single container transporter (or a conventional crane) would take a longer duration of time because the steps cannot occur concurrently. Furthermore, a system comprising a plurality of automatic container transporters introduces a degree of redundancy because if one automatic container transporter breaks down the system can continue to function.

Preferably, the computer and/or the control system are configured to automatically and/or autonomously control (e.g. via wireless Fidelity communications/signals) the at least one container transporter and/or optionally any further movable elements of the system (e.g. the at least one retractably extendable load bearing framework portion and/or each retractably extendable container supporting means). In one option, the computer and/or the control system are configured to control automatic loading of multiple containers into the system and unloading of multiple containers from the system according to a loading plan (e.g. a pre-defined or dynamic loading plan). For example, by causing the at least one container transporter to sequentially collect a container(s) (e.g. from an interface location), to transfer the container(s) across a loading or system interface and to store it in the storage array and to collect a container(s) from the storage array, to transfer the container(s) across a loading or system interface, and to place it at a location external to the system (e.g. at an interface 1 ocati on).

In one option, the computer and/or the control system are configured to receive (and preferably store) a loading plan (e.g. a pre-defined loading plan) for a next leg of a cargo vehicle's journey before reaching or when at a destination (e.g. a port). Preferably, the loading plan is defined to optimise (e.g. to minimise) the duration of time required for loading (e.g. lading) and unloading (e.g. discharging) multiple containers from the system at the present and/or subsequent destinations of the cargo vehicle. Preferably, the loading plan assigns a storage location to each of the multiple containers to be stored in the system during the next leg of a cargo vehicle's journey. Optionally, the sequence (or concurrent sequences) for loading and unloading containers by the at least one container transporter is defined in the loading plan. Preferably, the sequence (or concurrent sequences) for a loading and unloading contains by the at least one container transporter is determined by the computer and/or the control system in view of a loading plan.

Preferably, the computer and/or control system are configured to optimise (e.g. minimise) the movements of and/or distance travelled by the at least one container transporter during the process of loading and unloading multiple containers from the system. Preferably, the computer and/or the control system are configured to cause the at least one container transporter to unload a set of multiple containers from the system and to load a set of multiple containers into the system concurrently (e.g. rather than stepwise). Preferably, the computer and/or control system are configured to cause the at least one container transporter (e.g. each container transporter of a plurality of container transporters) to load a container(s) into and to unload a container(s) from the system in one cycle. Preferably, during a cycle a container transporter travels from (or through) a loading or system interface to the storage array with a container(s) for loading and returns to (or through) a loading or system interface with a container(s) for unloading, or vice versa. Thus, preferably, movement of the at least one container transporter when it is not engaging a container(s) is minimised by the computer and/or the control system. For example, the computer and/or the control system may cause a container transporter (e.g. each container transporter of a plurality of container transporters) to collect a first container(s) for loading from a loading interface location (or second or port storage module) and to stow the first container in a first storage location of a first column and subsequently to collect a second container(s) for unloading from a second storage location of a second column (which second column is proximal the first column) and then to place the second container(s) at a loading interface location (or stow it in a second or port storage module).

Preferably, the computer and/or control system are configured to optimise (e.g. minimise) the movements of and/or distance travelled by the at least one container transporter during the process of loading and unloading multiple containers from the system without violating cargo vehicle stability parameters.

For example, a most optimum sequence of movements may be prohibited because this would cause the cargo vehicle to be instable (e.g. to list) during the process of loading and discharging containers.

Preferably, the computer and the control system are configured to effect re-positioning of containers within the system (preferably, within the storage module, still more preferably, within the storage array) while the cargo vehicle is in transit. For example, such that time required for loading and/or unloading containers into/from the cargo vehicle at a next destination is reduced (preferably, minimised) and/or such that a or a group of high priority container(s) are unloaded from the cargo vehicle at a next destination before a or a group of low priority containers.

For example, in one option, the computer and/or the control system are configured to receive (and preferably store) a first and a second loading plan (e.g. pre-defined loading plans) for a next leg of a cargo vehicle's journey before reaching or when at a destination (e.g. a port). In this example, the first loading plan is optimized for loading a set of containers into the system in the shortest duration of time at the start destination of the next leg and/or the second loading plan is optimized for unloading a set of containers from the system in the shortest duration of time at the end destination of the next leg. As such, in this example, the computer and/or the control system is configured to cause the repositioning of containers within the storage array from their positions as defined in the first loading plan to as defined in the second loading plan while the cargo vehicle is in transit. A particular advantage of this feature is that the duration of time a cargo vehicle spends at a destination (e.g. at each port) (i.e. not in transit) is minimised.

In a further option, the computer and/or the control system are configured to receive (and preferably store) a dynamic loading plan at any time (e.g. in intervals of at most 48 hours, more preferably at most 24 hours, still more preferably at most 12 hours, most preferably at most 6 hours, e.g. at most every 30 minutes). In one example, a new dynamic loading plan is received (e.g. a stored loading plan is updated) whenever a source loading plan is updated. The dynamic loading plan is optimized to reduce the duration of time that a cargo vehicle is required to spend at a destination to unload a set of containers and to load a set of containers. Thus, the computer and/or the control system are optionally configured to reposition a container(s) in the storage array at any point and/or any number of times during transit of the cargo vehicle.

Preferably, a first subset of the multiple containers is for unloading at a next destination of the cargo vehicle and a second subset of the multiple containers is for unloading at at least one subsequent destination of the cargo vehicle, and the computer and/or the control system are configured to effect re-positioning of containers within the system while the cargo vehicle is in transit to optimise (e.g. to reduce the duration of time required for) unloading of a subset of multiple containers at the next and/or a subsequent destination.

Optionally, the system further comprises condition sensors for monitoring conditions (e.g. weather conditions) external to the system and the location of the system. For example, the condition sensors may include anemometers, barometers, accelerometers, inclinometers, radar, and or GPS receivers. Alternatively or additionally, the system is configured to receive weather forecasts/conditions from an external source. Preferably, the computer and/or the control system is configured to receive the weather forecasts/conditions and/or inputs from the external condition sensors and to determine if the system is being subjected to or will be subjected to external conditions (e.g. high seas, winds, and/or turbulence) that exceed operational safety parameters of the system. Preferably, the computer and/or the control system is configured such that it will cause the at least one container transporter stop operating, to lock itself to the load bearing framework, and/or to position itself at a container transporter docking location of the load bearing framework, if or before external conditions exceed operational safety parameters.

Optionally, the system further comprises a cargo vehicle ballast system (e.g, a liquid ballast system). Preferably, in this option, the computer and/or the control system is configured to cause the ballast system to maintain a cargo vehicle center of gravity that is within operational parameters of the system (or operation parameters of the cargo vehicle the system is installed within, into or on) as a container(s) is being loaded, repositioned or unloaded by the at least one container vehicle.

Preferably, the system is powered by hydrogen, solar, wind and/or tidal derived energy or any combination thereof, more preferably the system is mainly powered (still more preferably is powered) by hydrogen derived energy (e.g, by hydrogen fuel cells and a hydrogen fuel source).

In a second aspect of the invention, there is provided a system for directly supplying containers to and directly receiving containers from a ship-toshore crane, the system comprising: a storage module for storing multiple containers and comprising a storage array having columns of storage locations, a load bearing framework disposed in the storage module and cooperating with the columns of the storage array (e.g. cooperating with each column of the storage array) (by which it is meant, for example, co-configured or complementarily configured with the columns of the storage array), at least one loading interface for loading containers into and/or unloading containers from the system, at least one container transporter (preferably, at least two container transporters each) configured to use at least a part of the load bearing framework for transporting a container from any storage location (e.g. any accessible storage location) (e.g. from the topmost occupied storage location of a column) or loading interface to any storage location (e.g. any accessible storage location) or loading interface, wherein a computer and a control system control the at least one container transporter according to a pre-defined set of rules for loading containers in, unloading containers from, and re-positioning of containers within the system.

Preferably, the at least one loading interface comprises at least one crane interface for supplying containers to and/or receiving containers from the ship-to-shore crane.

Preferably, the system is a shore-based and/or a static system. For example, the system is installed adjacent a cargo vehicle (e.g. a container ship) berth or dock.

An advantage of the system of the second aspect is that, because the system directly supplies containers to and directly receives containers from a ship-to-shore crane (e.g. a crane positioned on a quayside or on a ship and for lading and discharging containers from the ship), the need to ferry containers to and from a container terminal stacking location by a road-based container vehicle is negated. Thus, the process of transferring a container between a cargo vehicle and a container terminal storage location, and the use of container terminal land, is more efficient.

Preferably, the system is configured for loading and unloading containers from cargo vehicles and/or container vehicles of at least two modes of transport. More preferably, the system is configured for loading and unloading containers from at least water-going (e.g. sea-going) and land-based (e.g. road-and/or rail-going) cargo and/or container vehicles. Still more preferably, the system is configured for loading and unloading containers from container ships and container lorries and/or container trains.

The storage module is suitable for storing multiple (i.e. at least two) containers. Preferably, the storage module (more preferably, the storage array) is configured for storing at least 10 containers, more preferably at least 20 containers, still more preferably at least 40 containers, most preferably at least 60 containers (e.g. at least 100 containers). In one option, the storage module (preferably, the storage array) is configured for storing at least 200 containers, more preferably at least 300 containers, still more preferably at least 400 containers (e.g. at least 500 containers). Preferably, the system is capable of handling all standard size shipping containers.

Preferably, where the context allows, features of the multiple containers (or each of the multiple containers) are as defined in the first aspect above. Preferably, the computer and/or the control system logs the location of every container within the system at any time.

Preferably, the storage module comprises a base for supporting containers within the storage array (e.g. for supporting containers positioned in a bottom storage location of each column).

In one option, the base comprises base guides corresponding with each column of the storage array. Preferably, the base guides are configured to prohibit a container or group of containers positioned in a bottom storage location of a column from impinging into a bottom storage location of an adjacent column, on a space outside the array, and/or from moving within a storage location. For example, base guides may include column-sized recesses in the base, stacking cones, and/or mid-bay guides.

Optionally, the storage module comprises a side wall(s), more preferably all sides of the storage module comprise a side wall. For example, the storage module may be a rectangular cuboid and thus comprise four side walls.

Optionally, the storage module is divided into portions by transverse bulkheads such that the portions are effectively disposed in a series of separate compartments. Preferably each such portion would be linked by a single load-bearing framework.

Optionally, the walls of the compartment may be the load bearing structure instead of beams in each corner, e.g. analogous to a corrugated cardboard box.

Preferably, the storage module is covered such that an inside of the storage module is (e.g. containers stored in the storage array are) protected from the elements. More preferably, the storage module is covered by a roof Preferably, the roof is fixed in place (e.g. the roof is not retractable). Because the system is completely or largely sheltered from the elements operational downtime due to damage (e.g. corrosion) or breakdown caused by the external elements is reduced. Thus, the operations may be protected from weather-related factors such as ice, wind and sand.

Preferably, features of the storage array and/or one or any combination of two or more of its components (e.g. column, storage locations, storage framework, load bearing framework, storage aperture) and/or the at least one container transporter are as defined in the first aspect above.

In an alternative option to a column of the storage array defined in the first aspect, a column of the storage array comprises at least five stacked storage locations, more preferably at least six, still more preferably at least seven, for example at least eight stacked storage locations.

Optionally, the storage module may comprise two or more storage arrays, which two or more storage arrays share the load bearing framework. For example, a first storage array may be configured for storing containers having external dimensions from a first group of container size options or having the same size containers while a second storage array may be configured for storing containers having external dimensions from a second group of container size options or having the same size containers. Optionally, some or all of the at least two storage arrays may abut each other (e.g. share the same storage framework).

In a fiirther option, some or all of the at least two storage arrays may be separated by a void and/or a dividing member.

A loading interface is an interface, through which containers may transit, between the system and anything external to the system. An interface location is a location where a container(s) is either i) positioned to facilitate collection of the container(s) before entering the system and where a container(s) is placed after exiting the system or ii) positioned to facilitate collection of the container(s) from the system and where a container(s) is placed when entering the system. For example, either i) the at least one container transporter and/or ii) a container loading/unloading means (e.g. a ship-to-shore crane) may load/unload a container(s) into/from the system.

Preferably, any size of container the system is configured to load and unload can transit through any loading interface.

In one option, an interface location is located below a portion of the load bearing framework, more preferably below a portion of the load bearing framework that is not disposed above the storage array (e.g. that does not communicate with a column of the storage array). More preferably, an interface location is located below a (non-storage) loading aperture (e.g. a loading interface) of the loading bearing framework. Preferably, the at least one container transporter can use the load bearing framework to travel to a loading aperture and load or unload a container(s) from/on a container vehicle (or, another vehicle (e.g. a cargo vehicle) or the ground) positioned at the interface location.

Preferably, a loading aperture (which is or is a part of the at least one loading interface) has the same or larger dimensions than the largest storage aperture of the load bearing framework, more preferably the same width as the largest width and the same or a larger length than the largest length of the storage apertures of the load bearing framework. In one example, a loading aperture has at least a larger length (and/or optionally a larger width) than the largest length (and/or width) of the storage apertures of the load bearing framework. Preferably, in this example, the loading aperture has a length at least twice (e.g. that is twice the length) of the largest length of the storage apertures.

Preferably, at least a portion of the load bearing framework extends (e.g. overhangs) (optionally, is configured to retractably extend) from the storage module such that the at least one container transporter may collect a container from or place a container at a loading interface location that is external to the storage module. For example, such that the at least one container transporter may collect a container from or place a container at a loading interface location located in the container terminal. The at least a portion of the load bearing framework that extends preferably extends from a side(s) of the storage module that is not adjacent a berth/ship-to-shore crane.

Preferably, at least one portion (more preferably, at least two portions, still more preferably at least three portions, most preferably at least four portions) of the load bearing framework extends from (e.g. overhangs) the storage array.

In a second option, an interface location (e.g. of the crane interface) is accessible by a crane external to the system (e.g. by a ship-to-shore crane). A crane external to the system may place a container(s) at or collect a container(s) from an interface location of this second option which interface location is herein termed a 'crane-accessible location'.

Preferably, the crane-accessible location is disposed at a height above ground level, more preferably at a height towards or at a top height of the storage module (or the storage array). For example, the crane-accessible location is positioned at a height that is level with a height within the top half of the storage module (or the storage array). An advantage of this feature is that, because containers are transferred directly from a ship-to-shore crane to the system at height, the process of lading and discharging container ships is more energy and economically efficient. For example, a container is not lowered to ground level by a ship-to-shore crane, to be ferried at ground level by a container vehicle to a stacking position, to then be hoisted back up to a stacking height. Furthermore, no terminal roads are required at and between a dock and terminal container stacking locations and containers can be stored in a container terminal more densely.

Preferably, the crane-accessible location comprise a container platform for supporting a container(s). The container platform may be permanent or retractable.

Preferably, the load bearing framework further cooperates (for example, is co-configured or complementarily configured) with the crane-accessible location, for example with a container platform of the crane-accessible location Preferably, the crane-accessible location is positioned at height from level with the load bearing framework to level with a bottom of a top-most storage location of the storage array. More preferably, the crane accessible location is positioned at a height level with the load bearing framework. Using at least a part of the load bearing framework, the at least one container transporter can collect or deposit a container(s) from/at the crane-accessible location.

Preferably, the system comprises at least two crane-accessible locations, more preferably at least three crane-accessible platforms and still more preferably a plurality of crane-accessible locations.

Preferably, the crane-accessible location(s) are directly adjacent (e.g. abutting) the storage array. For example, the crane-accessible location(s) overhang from the storage array and/or are disposed on a single side of the storage array (e.g. a side adjacent a ship-to-shore crane).

Preferably, where there are at least two or a plurality of crane-accessible locations, they are disposed proximal to each other and/or in series. Preferably, the system is configured such that a single ship-to-shore crane can access more than one crane-accessible location. Preferably, there are multiple ship-to-shore cranes arranged along a dockside each proximal to at least one crane-accessible location. Thus, cargo may simultaneously flow in both directions.

In one preferred embodiment, a single platform disposed at the height of and comprising a portion of the load bearing framework overhangs from and extends along a majority or the full length of a side of the storage array. The single platform comprises a plurality of crane-accessible locations Preferably, the computer and/or the control system are configured to automatically and/or autonomously control (e.g. via wireless Fidelity communications/signals) the at least one container transporter and/or optionally any further movable elements of the system. Preferably, the computer and/or the control system are configured to communicate with a computer and/or a control system of a crane (e.g. a ship-to-shore crane) external to but associated with the system. In one option, the computer and/or the control system are configured to control automatic loading of multiple containers into the system and unloading of multiple containers from the system according to an intermodal container transport plan (e.g. a pre-defined or dynamic plan). This may comprise, for example, causing the at least one container transporter to sequentially collect a container(s) (e.g. from an interface location) and to store it in the storage array and to collect a container(s) from the storage array and to place it at an interface location external to the system or at a crane-accessible location (for collection by a ship-to-shore crane).

In one option, the computer and/or the control system are configured to receive (and preferably store) a loading plan (e.g. a pre-defined loading plan) for a cargo vehicle. Preferably, the loading plan is defined to optimise (e.g. to minimise) the duration of time required for loading (e.g. lading) and unloading (e.g. discharging) multiple containers from the cargo vehicle via a ship-to-shore crane from/to the system. Optionally, the sequence (or concurrent sequences) for loading and unloading containers into/from the system by the at least one container transporter is defined in the loading plan. Preferably, the sequence (or concurrent sequences) for a loading and unloading contains from/to the system by the at least one container transporter is determined by the computer and/or the control system in view of a loading plan.

Preferably, the computer and/or control system are configured to optimise (e.g. minimise) the movements of and/or distance travelled by the at least one container transporter during the process of loading and unloading multiple containers from the system. Preferably, the computer and/or the control system are configured to cause the at least one container transporter to unload a set of multiple containers from the system and to load a set of multiple containers into the system concurrently (e.g. rather than stepwise). Preferably, the computer and/or control system are configured to cause the at least one container transporter (e.g. each container transporter of a plurality of container transporters) to load a container(s) into and to unload a container(s) from the system in one cycle.

Preferably, during a cycle a container transporter travels from (or through) a loading interface to the storage array with a container(s) for loading and returns to (or through) a loading interface with a container(s) for unloading, or vice versa. Thus, preferably, movement of the at least one container transporter when it is not engaging a container(s) is minimised by the computer and/or the control system.

For example, the computer and/or the control system may cause a container transporter (e.g. each container transporter of a plurality of container transporters) to collect a first container(s) for loading from a loading interface location and to stow the first container in a first storage location of a first column and subsequently to collect a second container(s) for unloading from a second storage location of a second column (which second column is proximal the first column) and then to place the second container(s) at a loading interface location. Preferably, the computer and the control system are configured to effect re-positioning of containers within the system (preferably, within the storage module, still more preferably, within the storage array) when the ship-to-shore crane is dormant (e.g. when no cargo vehicle is docked). For example, such that time required for loading and/or unloading containers into/from an arriving cargo vehicle is reduced (preferably, minimised).

In one option, the computer and/or the control system are configured to receive (and preferably store) a dynamic loading plan at any time (e.g, in intervals of at most 48 hours, more preferably at most 24 hours, still more preferably at most 12 hours, most preferably at most 6 hours, e.g, at most every 30 minutes). In one example, a new dynamic loading plan is received (e.g, a stored loading plan is updated) whenever a source loading plan is updated. The dynamic loading plan is optimized to reduce the duration of time that a cargo vehicle(s) is required to spend at a dock to unload a set of containers and to load a set of containers. Thus, the computer and/or the control system are optionally configured to reposition a container(s) in the storage array at any point and/or any number of times before it is unloaded from the system.

Optionally, the system further comprises condition sensors for monitoring conditions (e.g. weather conditions) external to the system and the location of the system. For example, the condition sensors may include anemometers and barometers. Alternatively or additionally, the system is configured to receive weather forecasts/conditions from an external source. Preferably, the computer and/or the control system is configured to receive the weather forecasts/conditions and/or inputs from the external condition sensors and to determine if the system is being subjected to or will be subjected to external conditions that exceed operational safety parameters of the system. Preferably, the computer and/or the control system is configured such that it will cause the at least one container transporter stop operating, to lock itself to the load bearing framework, and/or to position itself at a container transporter docking location of the load bearing framework, if or before external conditions exceed operational safety parameters.

Preferably, the system is powered by hydrogen, solar, wind and/or tidal derived energy or any combination thereof, more preferably the system is mainly powered (still more preferably is powered) by hydrogen derived energy (e.g. by hydrogen fuel cells and a hydrogen fuel source). Hydrogen may be stored in container-sized tanks, optionally within storage frames, and may be moveable by the loaders/container transporters for storage in the frameworks. Optionally, a (separate) refuelling platform for temporarily storing such hydrogen fuel tanks may be provided for the purpose of refuelling.

In one option, the system further comprises a crane for lading and discharging containers from a container ship (e.g. a ship-to-shore crane).

For the avoidance of any doubt, where the context allows, any one or combination of two or more features of the first aspect may be incorporated into the system of this second aspect.

In a third aspect of the invention there is provided a container transporter configured to use at least a part of a load bearing framework for transporting a container from any storage location (e.g. any accessible storage location) or loading interface to any storage location (e.g. any accessible storage location) or loading interface. Preferably, the container transporter is for use in the first and/or second aspects and as such, the container transporter of the third aspect is also incorporated into the first and second aspects. Furthermore, a feature of the third aspect that is common with the first and/or second aspect may preferably be construed as it is, and/or comprise its features as, disclosed in the first and/or second aspect.

Preferably, the container transporter is an automatic container transporter configured to be controlled by a computer and/or a control system (e.g. via wireless communications/signals (e.g. by wireless fidelity) or other short-range radio communication system).

Preferably, the container transporter is further configured to use at least a part of the loading bearing framework for repositioning a container within a storage location.

Preferably, the container transporter comprises an internal cavity (more preferably, a central internal cavity) for receiving a container(s).

Preferably, the internal cavity is configured to receive (e.g. to accommodate) any container that the system of the first and second aspects is configured to load and dispense. The internal cavity is preferably configured to entirely house a container(s), such that no portion of that container(s) protrudes beyond the internal cavity.

Preferably, the container transporter(s) is configured to limit (preferably, to prohibit) movement of an engaged container(s) located in and relative to its internal cavity when the container transporter is moving relative to (e.g. using) the load bearing framework and/or when the cargo vehicle within, into or on which the container transporter is located is moving.

Preferably, the container transporter is configured to stabilize a container(s) located partially and/or entirely within its internal cavity. For example, when stabilized, a container(s) cannot move with any degree of freedom relative to the internal cavity other than, optionally, moving vertically (e.g. up and down). A degree of freedom (e.g. a linear or rotational movement) may be yaw, pitch, roll, sway (e.g. moving (e.g. swinging) from side to side), surge (e.g moving (e.g. swinging) from front to back) and/or heave (e.g. moving vertically). A particular advantage of stabilizing a container(s) when it is located within an internal cavity of the container transporter is that a secured container(s) cannot damage either itself or the container transporter. This is particularly advantageous when the container transporter is being used in a system of the first aspect that is installed within, into or on a cargo vehicle that is being caused to move with at least one degree of freedom (e.g. by external environmental conditions, such as rough seas or turbulence). A further advantage is that as the container transporter comes to a stop when using the loading bearing framework, it does not have to adjust and/or decelerate slowly to account for the momentum of a container(s) it is housing. Typically, since the container contains or retains the container, it accelerates and decelerates in a controlled manner with the container. This is in contrast to quayside and onboard cranes which require considerably more time for deceleration to prevent additional movement. For example, as a conventional crane comes to a stop a non-stabilized container(s) suspended underneath it maintains its momentum causing a 'pendulum like' movement. Thus, this feature of the container transporter provides for more precise control of a container(s) (e.g. of the momentum of container(s)) by comparison to a conventional crane, which in turn improves the speed at which a container(s) can be loaded and unloaded from the system and reduces energy wastage.

Preferably, the container transporter comprises a container stabilising means. Preferably, the container stabilising means comprises at least one (more preferably at least two, still more preferably at least three, most preferably at least four) guiding means (e.g. vertical elongate guides) for guiding (e.g, contacting or slidably abutting) a container(s) and/or a container engaging means of the container transporter as it/they enters and is within the internal cavity. More preferably, the container stabilising means comprises at least four vertical elongate guides (e.g. each having a V-shaped (e.g. right-angle) cross section), wherein one elongate guide is disposed at (or is) each inner vertical (e.g. side) edge of the internal cavity. Preferably, the guiding means of the container stabilizing means prohibits a container(s) and/or a container engaging means from moving relative to the internal cavity with any degree of freedom other than vertically (e.g. up and down).

In options where a guiding means engages guides (e.g. engages or slidably abuts) only the container engaging means of the container transporter, a container(s) housed within the internal cavity is prohibited from moving with any degree of freedom relative to the internal cavity, other than vertically, by virtue of being engaged by the container engaging means.

In one option, the container securing means comprises a retractably extendable securing member or members for engaging a container(s) (e.g. for engaging corner castings of shipping containers) when the container is located at a storage position of the internal cavity. Preferably, when a container located in a storage position of the internal cavity is engaged by an extended securing member(s) it is prohibited from moving with any degree of freedom relative to the internal cavity. In one example, the securing member(s) is/are retractably extendable pins configured to extend into lashing apertures of at least a top and/or bottom set of corner castings of a container(s). In a further example, the securing member(s) is/are a retractably extendable buffer(s) (e.g. comprising a resilient contacting surface, preferably a ribber or the like contacting surface or block) for contacting at least one vertical side (preferably, for contacting at least two opposite sides, more preferably for contact each vertical side) of a container located in a storage position of the internal cavity.

Preferably, the internal cavity is generally prism shaped, more preferably cuboid shaped, still more preferably rectangular cuboid shaped (e.g. the internal cavity is shaped to correspond with the shape of a container of the first and/or second aspects). Preferably, the width, length and height of the internal cavity is at least the size of the largest width, length, and height of any storage location of a storage array (e.g. one storage location may have the largest width, while a further storage location may have the largest length and height).

Preferably, the width and length of the internal cavity is at least the size of the largest width and length of a top face of a column of a storage array (e.g. of a storage aperture of the load bearing framework).

Preferably, the internal cavity is sized such that it can house at least one container (e.g. at least one intermodal shipping container). More preferably, the cavity is sized such that it can house at least one container having the largest external dimensions of a group container size options of the first and/or second aspects. Optionally, the internal cavity can house one 45' (13.7m) L x 8' (2.4m) W x 9.5' (2.9m) H container [e.g. a 45 foot high cube shipping container], more preferably one 40' (12.2m) L x 8' (2.4m) W x 9.5' (2.9m) H container [e.g. a 40 foot high cube shipping container], still more preferably one 40' (12.2m) L x 8' (2.4m) W x 8.5' (2.6 m) container [e.g. a 40 foot standard shipping container].

Preferably, a container(s) can enter and exit the internal cavity at least through a base and optionally through one or more sides of the container transporter. In one option, a container(s) can enter and exit the internal cavity through a base and, when supported by a container supporting means of the load bearing framework, at least one side of the container transporter.

Preferably, the container transporter comprises a container engaging means that is configured to releasably engage a container (preferably, to releasably engage a top of a container). Preferably, the container engaging means comprises at least one (more preferably at least two, still more preferably at least four) releasable locking mechanism (e.g. four automatic twist lock bayonets) for releasably engaging a container. Preferably, the container engaging means is configured to releasably engage at least each top corner of a container. In one example, the container engaging means is configured to engage with standard ISO' corner castings disposed in each top corner of a container(s) (e.g. of a shipping container(s)).

Preferably, the container engaging means is a container spreader (e.g. a fixed or telescopic container spreader), which container spreaders are well known in the art. The length of a telescopic container spreader may be adjusted (e.g. while maintaining a center of gravity) such that the telescopic container spreader can engage (e.g. releasably lock with) the top corners of containers having different lengths. Some container spreaders (e.g. twin spreaders) may be configured to simultaneously engage more than one container (e.g. to simultaneously engage two containers each having a length of 20' (6.1m)).

Optionally, the spreader has a fixed size and is configured such that it may be lowered into (and preferably be guided by) a column of the storage array.

Preferably, the spreader (e.g. a fixed spreader) is a dynamic spreader comprising at least four moveable releasable locking mechanisms (e.g. automatic twist lock bayonets) that are configured to move along the length of their respective longitudinal side (e.g. either a first or a second longitudinal side) of the spreader. Preferably, both the first and the second longitudinal side of the dynamic spreader comprise at least two moveable locking mechanisms. Thus, preferably, the dynamic spreader is configured to releasably engage (e.g. releasably engage each top corner of) a container having the same length of or a length smaller than the length of the dynamic spreader. When engaging a container having a length smaller than the length of the dynamic spreader the container may be disposed at a non-central position relative to the dynamic spreader (e.g. at one side of a storage location). In embodiments where the container engaging means of the container transporter is prohibited from moving with any degree of freedom other than vertically relative to a column of a storage array (e.g. by four elongate guides of the column), the dynamic spreader can be hoisted upwards while engaged with an off-center container without becoming lodged in the storage framework. Preferably, once an off-center container engaged by a dynamic spreader is hoisted, the engaged moveable locking mechanisms may move collectively along the dynamic spreader to center the off-center container relative to the dynamic spreader. In which case, the dynamic spreader can center an off-center engaged container before the dynamic spreader is no longer guided (e.g. when the dynamic spreader is lowered from a loading interface over a quayside). A particular advantage of this feature is that a container transporter can lower a container having a length smaller than the length of its dynamic spreader into any position in a storage location without blocking a second container transporter from accessing an adjacent column (e.g from disposing itself across a portion of an adjacent storage aperture).

Preferably, the container transporter is configured to move a container(s) engaged with the container engaging means vertically between its internal cavity and a position above and/or below it, preferably a position below it. Preferably, therefore, the container transporter comprises a hoisting means for moving the container engaging means (and any container(s) engaged to it) vertically.

In one example, the hoisting means may comprise a scissor, telescopic boom, or knuckle boom hoisting mechanism actuated by hydraulic, pneumatic and/or mechanical means.

In a preferred embodiment, where the container transporter is configured to move a container(s) engaged with the container engaging means vertically between its internal cavity and a position below it, the hoisting means is a winching means. Thus, preferably, the container transporter is configured to vertically winch the container engaging means between its internal cavity (preferably, between a top region of or a position directly above its internal cavity) and a position below the container transporter (e.g. through a column of the storage array) (e.g. a storage location or an interface location).

Preferably, the winching means comprises at least one winch connected to the container engaging means via at least one cable. Optionally, the at least one cable may connect at any position(s) on the container engaging means provided the container engaging means is horizontally balanced. Preferably, a container engaging means is connected to an independent cable at or close to each corner (e.g. each of four corners), for example up to a third of the distance from the corner to the centre of the container, or up to a quarter of that distance. A winch may connect to one cable or may be connected two or more cables. For example, a winch may be connected to four cables that are each connected to one corner of the container engagement means. In a further example, four winches may each be connected to one of four cables, wherein each cable is connected to one corner of the container engagement means. Preferably, the at least one winch is disposed on (e.g. fixed to) the container transporter and not to the container engagement means. Preferably, the winching means is configured such that the at least one cable spans between the container transporter and the container engaging means substantially vertically. Preferable, where the winching means comprise more than one winch, the winches can be actuated independently or simultaneously.

Preferably, when the container engaging means is engaging a container(s) and is positioned in a storage position of the internal cavity, the hoisting means (e.g. the winching means) may prohibit the container(s) (and the engaged container engagement means) from moving vertically relative to and within the internal cavity. Thus, preferably, a combination of a hoisting means and the guiding means of the container transporter may prohibit a container(s) stored in the internal cavity from moving with any degree of freedom relative to the internal cavity.

In one example, a top inner surface of the internal cavity comprises a recess shaped to correspond with the profile of a top of the container engaging means. Thus, in this option, when the container engagement means is located at its highest position it will engage with the recess, which engagement prevents the container engagement means from moving relative to the internal cavity with any degree of freedom other than vertically down.

Preferably, when a container transporter is positioned above a storage aperture of the load bearing framework (e.g. above a column of a storage array), the guiding means of the container transporter communicates a guiding means of the column of the storage framework. Thus, as a container(s) engaged by the container engaging means is being moved vertically (e.g. by a hoisting means) within a column of the storage array, between the storage array and the internal cavity, and within the internal cavity it is prohibited from moving with any other degree of freedom relative to the column and communicating internal cavity of the container transporter. A particular advantage of this feature is that a container(s) can be repositioned by the container transporter from any accessible storage location to any other available storage location within a storage array regardless of movement (e.g. roll, pitch, yaw, sway, surge) of a cargo vehicle within, into or on which the system is installed.

Preferably, the container transporter comprises a driving means for contacting the load bearing framework. Preferably, the driving means can interchange between an x-direction (e.g. forward and backward) movement and a y-direction (e.g. side to side) movement. Preferably, the driving means comprises at least one set of wheels, tires, or continuous tracks. Preferably, each wheel, tire, or continuous track of the driving means comprises a rubber, polyurethane (or other suitable material) contact surface for providing a suitable degree of friction between the driving means and the load bearing framework. In one option, the contact surface of the driving means comprises a tread to increase friction between the driving means and the load bearing framework. Preferably, the at least one set comprises a first subset for moving in an x-direction and a second subset for moving in a y-direction. Preferably, where the driving means comprises a first and second subset, the driving means is configured such that only one subset contacts a load bearing framework at any time while the container transporter is in motion.

Preferably, the driving means is configured such that when the container transporter is in motion and/or is stationary there is at least one wheel, tire or continuous track proximal or at each bottom corner of the container transporter and in contact with the load bearing framework for maximizing the stability of the container transporter.

In one example, a first subset of the driving means comprises a lifting means (e.g. a hydraulic ram), wherein the lifting means is configured such that the first subset can interchange between a height below and above the second subset. Thus, when the first subset is positioned at a height below the second subset the first subset contacts the load bearing framework and when the first subset is positioned at a height above the second subset the second subset is in contact with the load bearing framework.

Optionally, where the container transporter is configured for use in a system comprising a load bearing framework and a corresponding inverted framework the driving means comprises two sets of wheels, tires, or continuous tracks, the first set for contacting the load bearing framework and the second set for contacting the inverted framework.

Preferably, the driving means of the container transporter (e.g. each wheel, tire or continuous track of the driving means) is configured to yaw (e.g. steer) from -45° to +45°, more preferably from -35° to +35°, still more preferably from -25° to +25°, most preferably from -15° to +15°, e.g. from -10° to +10° relative to its primary direction of travel (e.g. relative to either an x-or y-direction of travel). Thus, preferably, the container transporter is configured to travel between a load bearing framework of a first storage module and a spanning means, wherein the axis of the spanning means is offset relative to the axis of the load bearing framework by from -45° to +45°. For example, where a cargo vehicle is a water-going cargo vehicle, an offset angle between the axis (e.g. of a load bearing lane) of a spanning means and the axis (e.g. of a load bearing lane) of a load bearing framework disposed on the water-going cargo vehicle may change as the water-going cargo vehicle sways or surges (e.g. relative to a second system).

In an alternative embodiment, the driving means comprises wheels that may rotate through 90° whereby the driving means on an x-axis is the same driving means on a y-axis only rotated through 90°. According to this embodiment, the sets of wheels are configured so that each wheel is separated by an appropriate distance in both the x and y directions.

In one option, the container transporter comprises a gyroscopic stabilizer. In a further option, the container transporter comprises at least one set of (preferably, retractable) outriggers. Preferably, the at least one set of outriggers comprises an outrigger that extends from a port side and an outrigger that extends from a starboard side of the container transporter to contact an elongate guide of the load bearing framework directly adjacent to (e.g. to one of) the elongate guides of the load bearing framework in contact with the driving means of the container transporter. Optionally, the container transporter comprise two sets of retractable outriggers, each set comprising at least one outrigger extending from opposite sides of the container transporter. Preferably, the at least one set of outriggers are configured to extend (e.g, from a retracted position) if the system is being subjected to or will be subjected to external conditions (e.g, high seas, winds, and/or turbulence) that exceed operational parameters of the system.

Optionally, the container transporter comprises a locking means for locking to the load bearing framework. Preferably, the locking means is configured to lock with the load bearing framework when the container transporter is in position above a storage or loading aperture (e.g. when a container transporter is hoisting a container(s) up or down or is in a resting position). Preferably, when the container transporter is locked to the load bearing framework via its locking means it is prohibited from moving relative to the load bearing framework with any degree of freedom. Thus, when locked to the load bearing framework, if the cargo vehicle within, into or on which the container transporter is located is subjected to a sudden movement (e.g. a rogue wave or turbulence) the container transporter will remain in position on the load bearing framework.

Preferably, the automatic container transporter's driving means, hoisting means and/or any other element requiring power is powered by a hydrogen fuel cell(s). For example, a 200 kW Ballard hydrogen fuel cell.

Preferably, the automatic container transporter comprises an exoskeleton framework such that the weight of the container transporter is minimised. Preferably, the container transporter comprises an energy regeneration means for generating energy as a container is winched down, wherein the energy regeneration means comprises an electricity generator and an energy storage means (e.g. a battery or a supercapacitor).

In one example, the container transporter is configured such that it can interchange (e.g. automatically and/or autonomously interchange) container engagement means (e.g. such that it can swap between different sizes of spreader). Preferably, in this example, the container transporter is configured to interchange container engagement means at a container transporter docking location of the load bearing framework.

In a further example, the container transporter is configured to refuel and/or recharge itself at a container transporter docking location of the load bearing framework.

In a fourth aspect of the invention there is provided a system for facilitating multimodal transport of containers, the system comprising: a first sub-system comprising a first storage module for storing multiple containers, wherein the first storage module is installed within, into or on a cargo vehicle, and a second (preferably, static) sub-system comprising a second storage module for storing multiple containers. At least the second sub-system is configured for loading containers into and unloading containers from the system via a system interface. The first sub-system and second sub-system are releasably connectable via a spanning means, such that when the first sub-system and second sub-system are connected a group of containers stored in the first sub-system may be re-positioned to the second sub-system via the spanning means, and vice versa. A computer and a control system control at least the loading of containers into, unloading of containers from, and repositioning of containers within the system according to a pre-defined set of rules.

Preferably, the first storage module and the second storage module each comprise a storage array having columns of storage locations.

Preferably, the first storage module and the second storage module each comprise a load bearing framework disposed therein and cooperating with the columns of their respective storage array, and wherein the load bearing framework of the first storage module and the load bearing framework of the second storage module are releasably connectable via the spanning means. Preferably, the system further comprises at least one container transporter (preferably, configured to use at least a part of the load bearing framework) for transporting a container from any accessible storage location or system interface to any accessible storage location or system interface. In a preferable embodiment, the at least one container transporter is one or more container transporters of the third aspect of the invention.

Preferably, the first sub-system (and optionally the second subsystem) is comprised of or is a system of the first aspect. In one option, the second sub-system is comprised of or is a system of the second aspect. As such, the features of the first and/or second aspects of the invention are preferably incorporated into the fourth aspect of the invention in the context of the first subsystem (and optionally in the context of the second sub-system).

Preferably, the second sub-system is a system for loading containers into and unloading containers from a cargo vehicle, the system comprising: a first storage module for storing multiple containers and comprising a storage array having columns of storage locations, wherein the storage module is installed within, into or on a static structure (e.g. on a floating port/island or in a warehouse or building), a load bearing framework disposed in the first storage module and cooperating with the columns of the storage array, at least one system interface for loading containers into and/or unloading containers from the system (e.g. from the first sub-system), at least one container transporter configured to use at least a part of the load bearing framework for transporting a container from any accessible storage location or system interface to any accessible storage location or loading interface, wherein a computer and a control system control the at least one container transporter according to a pre-defined set of rules for loading containers in, unloading containers from, and re-positioning of containers within the system. Preferably, the features of the second sub-system (e.g. the storage module, the storage array, the load bearing framework, the at least one system interface, the multiple containers, the at least one container transporter, and/or the computer and the control system) are common with the same features of the first or second aspects of the invention where the context allows. As such, preferably, the features of the first and second aspects of the invention are incorporated into the fourth aspect of the invention in the context of the second sub-system where the context allows.

In one option, the first sub-system and the second sub-system each comprise at least one automatic container transporter. In a second option, the at least one automatic container transporter (e.g. a plurality of automatic container transporters) is shared by the first and second sub-system. In a further option, only the second sub-system comprises at least one automatic container transporter such that the first sub-system does not comprise an automatic container transporter when the cargo vehicle is in transit. In a still further option, the first sub-system and the second sub-system may exchange container transporters when they are connected.

In one option the first sub-system comprises a first computer and control system and the second sub-system comprises a second computer and control system, wherein the first and second computer and control system communicate wirelessly. In a further option, the first and second sub-systems share a computer and a control system which is preferably distributed across the first and second sub-systems.

Preferably, the second sub-system is permanently connected to (e.g. comprises) and the second sub-system is releasably connectable to a spanning means.

Preferably, the first sub-system is configured to releasably connect to the second sub-system autonomously and/or automatically.

In one option, the system comprises at least two (preferably, at least three) second sub-systems and/or at least two first sub-systems.

A particular advantage of the system of the fourth aspect is that a container(s) can be transferred between the first and second sub-systems, when they are connected, in one movement. For example, a container transporter may collect a container(s) from a storage position in the first sub-system and directly transfer it to a storage position in the second system.

In the fifth aspect of the invention, there is provided a method of loading and unloading containers from a cargo vehicle, the method comprising providing a system of either the first, second or fourth aspect of the invention, providing to the system container transport data (e g a loading plan), and positioning containers to be loaded by the system at and collecting containers that have been unloaded from the system at at least one (more preferably, at at least two) loading or system interface location(s).

Preferably, the method further comprises the steps of piloting the cargo vehicle between two or more destinations (e.g. ports) and optionally berthing and embarking the cargo vehicle at each destination.

In the sixth aspect of the invention, there is provided a control system for running on a computer and configured to control the system of the first, second or third aspect of the invention.

In a seventh aspect of the invention, there is provided a cargo vehicle (more preferably, a ship) comprising the system of the first aspect of the invention (or the first sub-system of the third aspect of the invention).

The invention will now be described in more detail, without limitation, with reference to the accompanying Figures In Figure 1, a storage module 1 for installing within a container ship (not shown) is illustrated. The storage module 1 comprises a storage array 3 having nine columns across which eleven containers 5 are stowed, the stowed containers 5 being one of two alternative sizes (5a or 5b). Each column of the storage array 3 comprises four storage locations 7 and as such the storage array 3 comprises a total of thirty-six storage locations 7.

At the top of the storage array 3 is disposed a load bearing framework 9. The load bearing framework 9 comprises a first set of elongate guides 11 and a second set of elongate guides 13 that are in the same plane as, but perpendicular to and intersecting the first set of elongate guides 11. Thus, the load bearing framework may be described as a load bearing grid. The load bearing grid 9 defines a set of nine storage apertures 15 that correspond with each column of the storage array 3. The load bearing grid 9 further comprise two loading interfaces in the form of extending load bearing framework portions 17 each comprising one loading aperture 19 through which a container 5a or 5b may pass.

The loading apertures 19 extend beyond the storage array 3 and when the storage module 1 is installed on a container ship the loading apertures 19 may extend over a quayside. The extending load bearing portions 17 are hinged (not shown) to the load bearing framework 9 which is disposed above the storage array 3 such that when the load bearing portion F/it is not in use (e.g. when the container ship is in transit) it can be folded into the container ship. When an extending load bearing portion 17 is in an extended position its loading aperture 19 defines an interface location 21 directly below it. Containers must be placed at an interface location 21 for loading into the storage module 1 and collected from an interface location 21 after they are unloaded from the storage module I. Thus, a container may simply be placed on the ground at an interface location 21 or a container lorry or container wagons of a freight train may be positioned at an interface location during a container loading/unloading operation.

A container transporter 23 is using the load bearing framework 9 and in particular is positioned over a loading aperture 19 (not visible). The container transporter 23 has a first set of wheels 25 for moving in an x-direction and a second set of wheel 27 for moving in a y-direction on the load bearing grid 9. The container transporter 23 further comprises a container engaging means 29 that is engaged to a container Sc, which container Sc is currently external to the storage module 1 because it has not passed through a loading interface at a storage aperture 19. The container engaging means 29 is winching the container Sc vertically upwards using cables 31 and a winch (not shown) of a winching means.

Once the container Sc and the engaged container engaging means 29 are winched to a topmost position they will be accommodated in an internal cavity (not shown) of the container transporter 23. The reverse sequence may be used to unload a container from the storage module 1 to an interface location 21.

When the container Sc is accommodated in the internal cavity (not shown) of the container transporter 23, the container transporter 23 can use the load bearing grid 9 to travel in a single x-direction movement, or one x-direction movement followed by one y-direction movement, to disposed itself above any storage aperture 15. Once the container transporter 23 is disposed above a storage aperture 15 it can vertically lower the engaged container Sc into any available storage location 7 using its winching means. Once the container Sc is in its storage location 7 the container engaging means 29 will disengage with container Sc.

The load bearing framework 9 is also connected to a releasably connectable spanning means 33. The spanning means 33 is permanently connected to a second load bearing framework (not shown) of a second static land-based storage module (not shown). When a spanning means 33 is connected, the container transporter 23 can travel between the load bearing framework 9 to the second load bearing framework (not shown) of the second storage module (not shown) to efficiently load and unload container (e.g. 5a and 5b) from the storage module 1.

The second static land-based storage module may simply be a further storage module 1 (although it can be permanently connected to the spanning means 33), in which case, containers can be loaded and unloaded from the second storage module as and when containers arrive at its interface locations 21 (e.g. when container lorries or freight trains arrive). This can occur without the spanning means 33 being connected to the storage module 1 0.e. without a container ship being in port). When the container ship does arrive in port the two storage modules can be connected via the spanning means 33 and containers can be quickly and efficiently exchanged between the two storage modules by one or more container transporters 23.

In Figure 2, a container transporter 23 is illustrated in the process of stowing a container Sc in a storage location (not shown). The container transporter 23 comprises an exoskeleton framework 35 to reduce its weight, which exoskeleton framework 35 defines an internal cavity 43 that can be accessed from a bottom of the container transporter 23. A second set of y-direction driving means 27 are contacting U-shaped elongate channels (e.g. elongate guides) 37 of a load bearing framework 9, which load bearing framework 9 is the top of a storage framework 39. The U-shaped channel 37 has a double width 41 such that a second container transporter may pass over a storage aperture 15 that is directly adjacent to the storage aperture 15 illustrated as in use in Figure 2. A first set of x-direction driving means 25 are disposed at a height above the second set of driving means 27, such that the first set is not presently in contact with the load bearing framework 9. The first set of driving means 25 can be brought into contact with the load bearing framework 9 by actuating jacks 45.

A winching means comprising a winch (not shown) and cables 31 is lowering a spreader 30, which is engaged with container Sc, through a column of a storage array 3. The spreader 30 and the engaged container Sc are being guided by vertical elongate guides 47 (e.g. cell guides) disposed along each vertical edge of the column. The vertical elongate guides 47 prohibit movement of the spreader 30 and the engaged container Sc with any degree of freedom, other than vertically, relative to the column.

Once the container Sc is positioned in its storage position (not shown), the spreader 30 will disengage and will then be winched back up to the internal cavity 43 of the container transporter 23 by the winching means. The container transporter 23 may then use the load bearing framework 9 to move in one or a series of x-or y-direction movements to disposed itself over a further storage aperture 15 or loading aperture to engage with a further container.

In Figure 3, there is illustrated a first sub-system 49 installed on a sea-going cargo vehicle 51 and comprising a first storage module 1, wherein the first storage module 1 comprise an array 3 of storage locations 7. Further, there is illustrated a second sub-system 53 installed in a land-based warehouse 55 and comprising a second storage module 57, wherein the second storage module 57 comprises and array 3 of storage locations 7 The first storage module 1 and the second storage module 57 each comprise a load bearing framework 9 at the top of their respective storage arrays 3. The two load bearing frameworks are temporarily connected via a linkspan bridge 33.

The load bearing framework 9 of the second storage module 57 comprises two extended load bearing framework portions 17, each comprising 5 loading apertures 19. A road 59 is configured to be disposed directly below the loading apertures 19 such that a container vehicle 61 can position a container 5 directly below one of the loading apertures 19 at an interface location 21.

The first storage module 1 and the second storage module 57 are sharing a plurality of container transporters 23. Any container transporter 23 can load or unload a container 5 form the second sub-system 53 via one of the loading apertures 19, can reposition a container within a storage module (1 or 57), or can transfer a container between the storage modules (1 to 57, or vice versa) via the temporarily connected linkspan bridge 33.

The invention has been described with reference to a preferred embodiment. However, it will be appreciated that variations and modifications can be effected by a person of ordinary skill in the art without departing from the scope of the invention.

Claims

CLAIMS: 1. A system for loading containers into and unloading containers from a cargo vehicle, the system comprising: a storage module for storing multiple containers and comprising a storage array having columns of storage locations, wherein the storage module is installed within, into or on a cargo vehicle, a load bearing framework disposed in the storage module and cooperating with the columns of the storage array, at least one loading interface for loading containers into and/or unloading containers from the cargo vehicle, at least one container transporter (preferably, at least two container transporters each) configured to use at least a part of the load bearing framework for transporting a container from any storage location or loading interface to any storage location or loading interface, wherein a computer and a control system control the at least one container transporter according to a pre-defined set of rules for loading containers in, unloading containers from, and re-positioning of containers within the system.
2. A system as claimed in claim 1, wherein the storage array is a three-dimensional storage array comprising at least two tiers, at least two rows, and at least two bays.
3. A system as claimed in claim 1 or claim 2, wherein the at least one container transporter is configured to load a container into and unload a container from the cargo vehicle via the at least one loading interface.
4. A system as claimed in any one of the preceding claims, wherein the at least one container transporter is configured to collect a container from and to place a container on a container vehicle or a further cargo vehicle via the at least one loading interface.
5. A system as claimed in claim 4, wherein the container vehicle is an automated guided container vehicle and preferably wherein the automated guided container vehicle is controlled by the computer and the control system
6. A system as claimed in any one of the preceding claims, wherein the load bearing framework is disposed in an upper portion of the storage module and preferably at the top of or above the storage array.
7. A system as claimed in any one of the preceding claims, wherein the storage module further comprises a storage framework for guiding containers as they are stowed in and removed from the storage array and/or for securing containers in the storage array.
8. A system as claimed in claim 7, wherein the load bearing framework is fixed to or integral with the storage framework, preferably wherein the load bearing framework comprises the top of the storage framework.
9. A system as claimed in any one of the preceding claims, wherein at least a portion of the load bearing framework extends (preferably, is configured to retractably extend) from the cargo vehicle such that the at least one container transporter may collect a container from or place a container at a location that is external to the cargo vehicle and below the extended load bearing framework portion, and preferably wherein the at least one loading interface includes at least one extended load bearing framework portion.
A system as claimed in any one of the preceding claims, wherein the load bearing framework is configured to releasably connect to a second load bearing framework of a second storage module external to the cargo vehicle such that the at least one container transporter can travel between the connected load bearing framework and the second load bearing framework and thus transfer a container(s) between the storage module and the second storage module
11. A system as claimed in claim 10, wherein the second storage module is configured for loading and unloading containers from cargo vehicles and/or container vehicles of at least two modes of transport.
12. A system as claimed in claim 10 or claim 11, wherein the load bearing framework is configured to releasably connect to the second load bearing framework via a spanning means and preferably wherein the at least one loading interface includes at least one spanning means or a spanning means connection.
13. A system as claimed in any one of claims 10 to 12, wherein the system further comprises the second storage module external to the cargo vehicle and/or the spanning means.
14. A system as claimed in any one of the preceding claims, wherein a container transporter is configured to releasably engage (preferably, to releasably engage a top of) at least one container, comprises an internal cavity for receiving the at least one engaged container, and/or is configured to move an engaged container vertically between its internal cavity and a position below its internal cavity.
15. A system as claimed in claim 14, wherein the container transporter is configured to limit (preferably, to prohibit) movement of an engaged container located in and relative to its internal cavity when the container transporter is moving relative to the load bearing framework.
16. A system as claimed in any one of the preceding claims, wherein the computer and the control system are configured to effect re-positioning of containers within the storage module while the cargo vehicle is in transit.
17. A system as claimed in any one of the preceding claims, wherein a first subset of the multiple containers is for unloading at a next destination of the cargo vehicle and a second subset of the multiple containers is for unloading at at least one subsequent destination of the cargo vehicle, and wherein the computer and the control system are configured to effect re-positioning of containers within the system while the cargo vehicle is in transit to optimise (e.g. to reduce the duration of time required for) unloading of a subset of multiple containers at the next and/or a subsequent destination.
18. A system as claimed in any one of the preceding claims, wherein at least a top storage location of each column of the storage array comprises a container supporting means, wherein the container supporting means is configured to retain a container(s) in its storage location when a storage location directly below it is empty, preferably wherein the container supporting means is retractably extendable.
19. A system as claimed in any one of the preceding claims, wherein the cargo vehicle is a water-going cargo vehicle, preferably wherein the cargo vehicle is a ship.
20. A system as claimed in any one of the preceding claims, wherein the system comprises a plurality of container transporters.
21. A system as claimed in any one of the preceding claims, wherein the containers are shipping containers.
22. A system for facilitating multimodal transport of containers, the system 25 comprising: a first sub-system comprising a first storage module for storing multiple containers, wherein the first storage module is installed within, into or on a cargo vehicle, a second (preferably, static) sub-system comprising a second storage module for storing multiple containers, and wherein at least the second sub-system is configured for loading containers into arid unloading containers from the system via a system interface, wherein the first sub-system and second sub-system are releasably connectable via a spanning means, such that when the first sub-system and second sub-system are connected a group of containers stored in the first sub-system may be re-positioned to the second sub-system via the spanning means, and vice versa, and wherein a computer and a control system control at least the loading of containers into, unloading of containers from, and repositioning of containers within the system according to a pre-defined set of rules.
23. A system as claimed in claim 22, wherein the first storage module and the second storage module each comprise a storage array having columns of storage locations, and preferably wherein the first storage module and the second storage module each comprise a load bearing framework disposed therein and cooperating with the columns of their respective storage array, and wherein the load bearing framework of the first storage module and the load bearing framework of the second storage module are releasably connectable via the spanning means.
24. A system as claimed in claim 22 or 23, wherein the system further comprises at least one container transporter (preferably, configured to use at least a part of the load bearing framework) for transporting a container from any accessible storage location or system interface to any accessible storage location or system interface.
25. A system as claimed in any one of claims 22 to 24, wherein the first subsystem (and optionally the second sub-system) is comprised of or is the system of any one of claims 1 to 21.
26. A method of loading and unloading containers from a cargo vehicle, the method comprising providing a system of any one of claims I to 26, providing to the system container transport data (e.g. a loading plan), and positioning containers to be loaded by the system at and collecting containers that have been unloaded from the system at at least one loading or system interface location.
27. A control system for running on a computer and configured to control the system of any one of claims I to 26.
28. A cargo vehicle comprising the system of any one of claims Ito 21 or the first sub-system of any one of claims 22 to 25.