WO2009093893A1

WO2009093893A1 - Transport container, method for stacking containers, and kit of containers and roofs

Info

Publication number: WO2009093893A1
Application number: PCT/NL2008/050738
Authority: WO
Inventors: Arie Van Donge
Original assignee: Arie Van Donge B.V.
Priority date: 2008-01-25
Filing date: 2008-11-21
Publication date: 2009-07-30
Also published as: NL2001214C2

Abstract

A stackable transport container (1), being at least a meter and a half wide and at least three meters long, which is arranged to be placed at least on a railway car, with the height of the container being between about 120 and about 250 centimeters. Preferably, the height of the container is between about 155 and 215 centimeters and the container is closed to cover transport goods in the container, at least in use.

Description

Title: Transport container, method for stacking containers, and kit of containers and roofs

The invention relates to a transport container.

The invention also relates to a method for stacking containers.

Further, the invention relates to a kit of containers and roofs.

It is known to use a variety of transport containers, such as, for instance, sea containers, intermodal containers, tiltainers, curtain siders, swap bodies, cargo bodies, and the like, which are suitable to be transported with various transportation units. Such transport containers are typically suitable for road transport, rail transport and sea transport.

The type of container and/or the total weight of the loaded container can be determined on the basis of the standards for dimensions and/or weight applying in a particular country or particular zone. For instance, in certain parts of Europe, the maximum height of road transport may be 400 cm, in which case, with a view to a favorable transport capacity, the container height is typically chosen to be about 2.9 meters (9 feet and 6 inches), with a chassis height of 1.1 meters. In other parts of Europe, as in the United Kingdom and Scandinavia, the maximum height of road transport is higher, for instance 4.5 or 5 meters.

For the height and weight of rail transport, different standards than for road transport may apply. The standards in rail transport are determined inter alia by the heights of the tunnels and bridges across the rails of the region in question. In principle, in nearly all of Europe, containers of a height of about 2.9 meters (9 feet and 6 inches) can be transported on standard container railway cars having a floor height of ca. 1155 millimeters. The maximum height for rail transport is for instance about 4 meters. Also, there are so-called megafret railway cars, which are lower than conventional container railway cars, and which, in principle, allow higher containers to be stacked on them than do conventional container railway cars. For instance, megafret cars are about 825 millimeters high, while so-called multifret cars are typically about 945 millimeters high, at least the floor heights thereof. The advantage in transport capacity that can be achieved with such lowered railway cars, however, is rarely utilized, typically because preceding or following transport, for instance road transport, still requires the height of the container to be limited in view of the applicable road transport standards.

Typically, in container transport, both inside and outside Europe, the transport capacity is not utilized optimally, in particular when containers are used that are suitable for carriage by several types of transportation. Also, sometimes, empty containers are carried back because, for instance due to their dimensions, they are not suitable for the following transport.

An object of the invention is to provide a transport means which can be used by several types of transportation, and which enables efficient utilization of practically and/or legally applying maximum transport heights.

In a first aspect, to that end, a stackable transport container according to the invention is provided, being at least a meter and a half wide and at least three meters long, which is arranged to be placed at least on a railway car and to be covered at the top, while the height of the container is between about 1.2 and about 2.5 meters.

These heights make it possible for containers to be stacked in several tiers and to be transferred either in stacked condition or separately, while the freight is advantageously covered by an upper container or a roof. In an advantageous embodiment, the container is provided with a loose, fixed, or hinged roof, the roof preferably rising in transverse direction from the outside towards the inside, at least being higher in the middle than adjacent the sides. Preferably, the roof is convex. This curvature/rising height of the roof has preferably been optimized on the basis of the curvature of different railway tunnels. By taking the curvature of the tunnels into account in the design of the transport containers, additional loading space can be utilized.

It is advantageous if the container is provided with supports that can extend next to a roof of the container. By virtue of these supports, it is possible to stack a second container above the roof, in particular the convex roof. In particular at transfer, for instance from train to ship, the roof then does not need to be removed, nor does the height of the stack need to be limited, but further stacking above the roof of a container is enabled. The height of the stack can then encompass, for instance, four, five, six, or more tiers. Subsequently, the roof can be advantageously utilized again when parts of the stack are for instance loaded back from a ship onto a railway car or trailer again.

In a second aspect, there is provided a method for stacking containers, wherein a first container is stacked onto a railway car, trailer or ship, and wherein a second container is stacked onto the first container, wherein at least one of the containers and preferably each of the containers has a height of between about 1.2 and 2.5 meters, and a width and length of at least one meter and a half and three meters, respectively, and wherein at least one of the containers is provided with a roof.

In a third aspect, there is provided a kit of a container and a roof, provided with a stackable transport container, being at least a meter and a half wide and at least three meters long, which is arranged to be placed at least on a railway car and to be covered at the top, the height of the container being between about 120 and about 250 centimeters, while a roof is provided which in use extends over the container, and preferably at least one support is provided which in use is in connection with the container to support a second container above the container provided with a roof.

Further advantages and features of the present invention are apparent from the following description, in which the invention is described in more detail in several exemplary embodiments with reference to the appended drawings, in which:

Fig. 1 shows containers, a roof and different transportation units;

Fig. 2 shows a set of roofs and containers;

Fig. 3 shows a scenario of use; Figs. 4A-C show a roof;

Fig. 5A shows stacked containers on a railway car in side view;

Fig. 5B shows stacked containers on a railway car in front view;

Fig. 6A shows stacked containers on a railway car in side view;

Fig. 6B shows stacked containers on a railway car in front view; Fig. 7 shows three embodiments of roofs, in cross section;

Fig. 8 shows stacked containers, in cross section;

Fig. 9 shows a container with goods in the container and on the roof in side view;

Fig. 10 shows a container with a roof for transporting vehicles in perspective view;

Fig. 11 shows a detail of Fig. 10, in particular a strip with attachment elements.

In this description, the same or corresponding parts have the same or corresponding reference numerals. In the drawing, embodiments are shown only by way of example. The elements used there are mentioned only by way of example and should not in any way be construed as limiting. Also other components may be used within the framework of the present invention. The proportions of the embodiments shown in the drawings in some cases are represented schematically and/or exaggerated and should not be construed as limiting. Dimensions, too, are merely intended to be illustrative and should not be construed as limiting, unless expressly specified otherwise.

In this description, 'about' is intended to mean a deviation of + or - 10%, unless specified otherwise. The 'height' of particular types of transportation, as railway cars and trailers, is, in principle, understood to mean the height to the loading platform, i.e. the supporting surface for the container, unless specified otherwise. The height of the container is in principle the height from the underside of the supporting points up to the upper edge of the sidewall, and if a roof is provided, up to the highest point of the roof, unless specified otherwise. The height of a loose roof may be understood to mean the height from the supporting point of the roof by which the roof is supported on the sidewall of a container, to the highest point of the roof.

In Fig. 1, an embodiment of a transport container 1 is shown, which is preferably wider than a meter and a half and longer than three meters, and is open at the top 5. In this example, the container 1 comprises for instance a 20-foot container. The container 1 can be, for instance, a sea container, swap body, skip, or the like, suitable for different types of transportation, for instance for transport using transportation units such as ships, trains (railway cars) and/or trucks (trailers). For transport, the container 1 can be placed on a carrying frame 8 of the respective transportation unit, for instance a railway freight car or trailer. For the purpose of coupling to such transportation units, the container 1 is provided with so-called corner castings, known to those skilled in the art. The floor surface of the container 1 according to the invention can approximately correspond to that of a standard container. Standard 20-, 40- and/or 45-foot containers, having lengths of about 6, 12 and 14 meters, respectively, are, for instance, about 2.4 meters (8 feet) wide, but wider and narrower designs are current as well. Fig. 1 further shows a roof 2, which extends above the container 1, which is open at the top 5, to cover transport goods in the container 1, at least in use. In covered condition, the roof protects the transport goods, for instance from weather influences, and prevents the goods, for instance, from being adversely affected in an early stage. The transport goods can for instance comprise automobiles 3. In use, the container 1 with goods is transported for instance by ship, railway car or truck-trailer, and/or the container 1 is used for the storage of the goods. The roof 2 in placed condition is so connected with the container 1 as to be removable again, for instance to be placed on a second container 4 or to be nested with other such roofs 2 (see Fig. 2) for storage or transportation of the roofs 2 separately from the containers 1, and to cover an open container 1 or 4 again later. The roof 2 can therefore comprise a modular roof 2 that fits onto multiple types of standard or modified containers. The roof 2 is preferably of nestable design. In an embodiment, the roof 2 is convex in transverse direction 'd* over at least a large part of its width. The roof 2 could also have an angled shape. A space rising in transverse direction from the outside towards the inside makes it possible in an advantageous manner to create additional weather-protected space in the container 1 under the roof 2, since containers 1 normally have a flat roof 2. Also, the roof 2 may for instance be placed on different containers 1 of different heights hi, h2, which height hi, h2 can for instance be defined on the basis of the transportation unit to be used. Moreover, such a roof 2 may conform to the shape of particular train tunnels that have an opening arcuate at the top, also known as gabarit tunnels. In this way, the storage capacity of a railway car is utilized in a favorable manner.

In another favorable embodiment, a container 1 is stacked onto one or more subjacent containers 4, so that the top 5 of the subjacent container 4 is covered by the container 1 which is placed above it, indicated with 's' in Fig. 1. In this way, several containers 1, 4 with an open top 5 can be stacked, while on the uppermost container 1 a roof 2 can be placed, so that the freight in each of the containers 1, 4 is covered. It is for instance possible to stack to a maximum height that applies to road and/or rail transport, while preferably using lowered containers 1. In particular in the case of railway transport, but also with other types of transportation, as for instance road transport, the use of double, at least stacked, containers 1 using at least one lowered container 1 enables favorable utilization of the storage capacity properly fitting through a tunnel. Partly owing to the roof 2, it is then possible to shield the freight, even if the freight, at least in the middle, projects above the sidewalls of the container.

Fig. 2 shows a kit of containers 1 and matching nested roofs 2, with the roofs 2 placed separately from the containers 1. Different containers 1 have for instance at least two different heights hi, h2. With this kit, for instance on the basis of the transportation units to be used, or on the basis of transportation units used in preceding or following transportation, a stack of containers 1 with roof 2 of a suitable height can be assembled and/or in case of loaded containers 1, for instance a stack with a particular maximum weight can be assembled. With the kit, combinations of stacked containers 1 with roofs 2 can be chosen that are suitable, for instance, for particular prescribed heights for trains and/or trucks, and/or correspond, for instance, with particular minimum heights of bridges and/or tunnels. Thus, a modular system can be achieved which allows up to several tons more of transport goods to be transported per transportation unit. For instance, for different transportation units, such as, for instance, trucks and trains, different maximum weights are prescribed, so that upon transfer of the loaded containers 1 between the different types of transportation a different combination of containers 1 or type of container 1 can be used, whereby the maximum weight is not exceeded but is preferably closely approximated. For instance, on one particular transportation unit, several containers 1 may be stacked on a carrying frame 8, while on a second transportation unit only one container 1 will be placed. The roofs 2 are nestable and, possibly a multiplicity of them, can be transported in nested condition, for instance back to a point of departure, while occupying relatively little space. Fig. 3 illustrates a possible scenario of use according to the invention. In step A a set of containers 1 and roofs 2 can be seen. The containers 1 can be deployed for several types of transportation, for instance for road transport (see step B), railway transport (see step D) or container shipping (see step E). In this connection, incidentally, mutually different types of railway transport, for instance conventional container cars versus megafret cars, or different types of road transport, for instance trailers with different chassis heights, may be regarded as mutually different transportation units according to the invention.

The containers 1 are loaded with transport goods, for instance before, during or after being placed on or in, or being otherwise associated with, the truck 7 and/or trailer. The height hi, h2 of one container 1 or several stacked containers 1, and the roof 2 is for instance adjusted to the maximum height of road transport. Also, for instance, the volume of the at least one container 1 may be tuned to a maximum weight applying to the respective type of transportation, in this case road transport. For instance, in some countries, two containers 1 may be stacked for road transport because higher maximum heights apply there than in other countries, where only one container 1 can be transported by road.

In a third step C, the containers 1 are transferred from a first type of transportation to a second type of transportation. To this end, for instance a fork-lift truck 10 or a crane can be used. An embodiment of a roof 2 is further provided with engagement means 9, in particular for a fork-lift truck 10 or crane, so that the roof can be placed relatively easily on an upper container 1.

In step D it can be seen that the containers 1 and the roof 2 are placed on a railway car 6. For instance, the total height h3 of the containers 1 and the roof 2 is higher than the total height of the containers 1 and the roof 2 in road transport. For instance, the total height h3 is at least 3.2, preferably at least 3.45 meters. The roof 2 ensures that the space under the tunnel 11 can be utilized favorably. In step E the containers 1 and/or the roofs 2 are for instance stacked on a ship.

In particular, it is advantageous when the open containers 1 are of relatively low design, that is, lower than conventional 20-, 40-, or 45-foot transport containers 1. By way of illustration: two relatively low containers in stacked condition may for instance be about 3220 millimeters high, for instance about 1610 millimeters each, while the roof may be about 230 millimeters high, at any rate at least about 200 millimeters. In this way, for instance two containers 1 and a roof 2 can be stacked on a megafret car 6 being for instance about 825 millimeters high, this assembly with a total height of about 4 meters fitting just under a railway tunnel 11. It is advantageous if the containers 1 have a height between about 1550 and about 2150 millimeters. If the upper container 1 is provided with a roof 2, the total height, from the underside of the wheels of the railway car 6 to the highest point of the roof, can for instance be about 3450 millimeters, or at least between 3200 and 3550 millimeters. By virtue of the roof 2, in the middle, about 200 to 230 millimeters of additional height is utilized.

If the maximum height has not been achieved yet, for instance an additional container 1 of a relatively low height h2 may be stacked onto a subjacent container 1. In this way, in a favorable manner, per type of transportation, different heights hi, h2 of the containers 1 may be chosen, preferably depending on applicable local standards for the respective transportation unit, for instance in the area of dimensions and/or weight. Naturally, the heights of the containers 1 can be chosen depending on the locally applying standards. As a consequence, the containers 1 can for instance be double stacked on the railway car 6, with the roof 2 on top, while for the purpose of preceding or following transport only one or even more containers 1 may be chosen. For instance, after railway transport, the two containers 1 may be uncoupled from each other again to follow separate ways by road transport.

In another example, by road, one loaded container 1 is transported, with the road transportation unit remaining below a specific maximum weight for road transport, for instance 34 tons. In the preceding or following railway transport, the standard could be different, so that a particular amount of loading capacity might remain unused. For instance, a maximum weight of 44.5 tons per railway car 6 might apply, which means that for the railway car 6, 10.5 tons would remain unused if (only) the same container 1 were transferred from or to road transport. Accordingly, the railway car 6 could be additionally provided with a lighter and/or less high container 1 on top of the relatively heavy container 1. For instance, low containers 1 may be used, with the lowermost container 1 having a relatively heavy freight, as for instance steel or the like, and the upper container 1 being relatively lighter, so that, advantageously, both can be transferred. In that case, the upper container 1, at least for railway transport, preferably has a convex roof 2, it being favorable if the freight in the upper container 1 is narrower at the top than at the bottom, as is typically the case with passenger cars. Also, in the upper container 1, certain goods, for instance bulk goods, may be loaded to a point above the edge.

Figs. 4A, B and C show in top, side and front view, respectively, an embodiment of a roof 2 according to the invention for a 40-foot container 1. Fig. 4C shows different cross sections of a roof 2 in front view. The embodiment shown has engagement means 9 for a fork-lift truck 10, which are advantageously adapted to be slid in and out or folded in and out. The engagement means 9 are represented both in folded-in and in folded-out condition. For the engagement means 9 to be engaged, they are folded out, while during transport of the roof 2, the engagement means 9 are folded in to save space above the roof 2, for instance to allow the roof to fit under a tunnel 11. To allow the roof 2 to be taken up, it is provided, adjacent the engagement means 9, with a roof stiffening 13, which, in particular in the case of long roofs 2, can prevent any bending or damage. Between the stiffenings 13, the roof 2 may comprise corrugated parts 14. The roof 2 may also be provided with closable fastenings 12 for fastening to the container 1, which fastenings 12 may also be arranged for securing the roof 2 to the container 1. Also, the roof 2 may be favorably provided, on opposite sides, near the underside, with a ridge 15 for receiving the edge of the container 1. The dimensions of the ridge 15 match for instance the dimensions of the upper edge of a container 1 matching the roof 2, with the circumference of the roof 2 approximately matching the circumference of a container 1 matching the roof 2.

In an embodiment, the container 1 is provided with a roof 2, such as a fixed roof 2. An advantageous embodiment is shown in Figs. 5A and 5B, in side and front view, respectively. Here, the container 1 is also provided with supports 16 adapted to be folded out and/or slid out. In this way, on a subjacent container 1, a second container IA may be stacked. These supports 16 are arranged to support a second container IA. As can be seen in Figs. 5A and 5B, the supports 16 of the subjacent container 1 have been folded up and the supports 16A of the upper container IA have been folded down. The lower supports 16 ensure that the second container IA can extend above the roof 2 of the lower container 1.

In the embodiment of Figs. 5A, 5B, a convex roof 2 is shown. Generally, it is advantageous if a roof 2 for the container 1 has a height rising in transverse direction from the sides towards the middle, so that, in any case to some extent, the arcuate shape of the tunnels 11 can be taken advantage of. To that end, the roof 2, instead of having a convex shape, may also have an angled shape, and/or rounded corners, and/or be of combined convex and angled design. Three examples of suitable roofs 2 are shown by way of example in cross section in Fig. 7. These roofs 2 can for instance form an integral part of the container 1, or be connected with the sidewalls 20 of the container 1 as a detachable roof 2.

The roof 2 is preferably fixedly and/or integrally connected with the sidewalls 20 of the container 1, so that, in principle, freight 21 may be loaded to a point above the sidewalls 20, while this freight 21 is shielded by the roof (see Fig. 8). With the aid of the supports 16, the container 1 with roof 2 remains stackable.

The supports 16 of the upper container IA are shown in a folded-in condition. In this way, additional transport space afforded by a tunnel arch of a railway tunnel 11 can be utilized, as shown in Fig. 5B. The total height of the railway car 6, for instance megafret car, and the containers 1, IA inclusive of roof 2 is for instance about 4275 millimeters, so that this configuration of railway car, containers 1, IA fits through a railway tunnel while a relatively large loading volume is achieved. Preferably, a loose container 1, IA has a height between about 1550 and about 2150 millimeters.

An assembly of two containers has for instance a total height of less than about 5 meters, in particular less than about 4 meters, more in particular between 3.45 and 3.75 meters, preferably inclusive of roof 2. The containers 1, IA may be provided with doors 17 at the front and/or back to enable loading while the roof remains on the container 1, IA. In other embodiments, the containers 1, IA are provided with a wall that can be taken out. The doors 17, or removable wall parts, may also be provided on the sides of the container 1, IA. In this way, the container 1, IA may be loaded whilst situated on the railway car, or other transportation unit. The doors, walls or wall parts are for instance provided with a securing provision 19. For instance, a container 1 is provided with openable wall parts 18 for the side, in which container 1 automobiles can be transported, while by virtue of the possibility of opening the container 1 on the side, the doors of an automobile in the container 1 can still be opened. Preferably, the container 1 is openable on one side only, for instance only on one lateral side, or at the front or back, so that any loss of constructional robustness is limited. On that side, the container 1 may for instance be provided with a strengthening frame.

In an embodiment, the container 1 is provided with holes or eyes for passing through cables, straps, ropes, lashings and the like for lashing transport goods, such as for instance automobiles. These holes or eyes may for instance be provided at the floor or at least near the floor of the container 1. These holes or eyes are for instance provided in line, a multiplicity of them, as strips of holes or eyes. In particular at a sidewall to be opened, these holes or eyes may feature good accessibility. Moreover, the lashing possibility to the floor may be advantageous compared with lashing to wall and/or ceiling because of the small height of containers 1 according to the invention.

In yet another embodiment, the floor of the container 1 is provided with at least one stiffening profile 22, preferably in the longitudinal direction of the container 1. Preferably, this profile 22 is arranged adjacent the side of the container 1, more particularly at a slight inward distance from the side, for instance at a distance of at least about 0.1 to 0.6 meters, in particular between about 0.2 and 0.4 meters, more particularly about 0.3 meters inwards from the side. This can prevent any bending of the floor and is beneficial to the overall stiffening of the floor. The profiles 22 may be particularly advantageous when the containers 1 are stacked, since the floor of a second container IA (see Fig. 8) which has been stacked on top of a subjacent container 1 is not supported, but merely the sides of the second container IA are supported. Bending of the floor of the second container IA might damage the freight of the subjacent container 1. This can be advantageously prevented by the profile 22 arranged in longitudinal direction.

For instance, the container 1, IA is loaded from the side with a fork- lift truck, for instance a special fork-lift truck with blades of about 240 centimeters. In another example, for instance, an extra low fork-lift truck or pallet truck is used for loading the container 1, IA from the front or back. In particular embodiments, the supports 16 may for instance be designed to be detached or slid out. The supports 16 are preferably provided with a locking which retains them in folded-in or folded-out condition, or in a slid -in or slid-out condition. A container 1, IA is for instance provided with two, four or more supports 16.

For instance, the supports 16 comprise extendible corner castings, so that the supports 16 can be coupled relatively easily with the underside of a second container IA, in particular with the respective corner castings of the second container IA. For instance, the supports 16 are of hinged design and provided with a locking so that the supports 16 are locked in the folded-out and/or folded-in condition. Preferably, the height of the supports 16 is such that the second containers IA above the subjacent containers 1 extend at only a very small distance above the convex roof 2.

Another configuration is shown in Figs. 6A and 6B, in side and front view, respectively. The lower container 1 comprises a low container 1 or a conventional container, which low container 1 or conventional container is higher than the upper container IA. The upper container IA comprises a roof 2 and supports 16. The subjacent container 1 is for instance a conventional container, or a container 1 without roof, or a container 1 with a flat roof. Since the different types of containers 1, IA and/or conventional containers can be stacked onto each other, suitable sizes of containers 1, IA can be chosen that fit the transportation unit or the goods to be loaded. Also, flexible transfer between different transportation units is enabled, while the containers 1 of suitable height can be transported on each transportation unit, since the height is adjustable. In illustration, in Fig. 3 step E, on the ship a container IB is indicated, which is provided with a convex roof 2 (represented by a dotted line), on which container IB several other containers 1 have been stacked.

As can be seen with reference to Figs. 9, 10 and 11, the roof 2 of the container 1 may be adapted for supporting vehicles, such as automobiles 3. The vehicles can be placed on the roof 2, while in the container 1 under the roof 2 additional goods can be placed. The additional goods can for instance comprise steel windings and/or bulk goods. With the adapted roof 2, goods can be transported at two levels simultaneously, using a single container 1, while the height of the container 1 with goods can remain limited.

The roof 2 may be provided with at least two wheel paths 23 along the length of the roof 2 for guiding and placing the vehicle on the roof 2. The roof 2 may furthermore be provided with strengthening profiles for strengthening the wheel paths, so that the roof 2 does not, or substantially does not, bend under the weight of the vehicles. On one or both sides of the wheel paths 23 the roof may be provided with an elevation 30. To that end, the wheel paths 23 may be countersunk in the roof. In another embodiment, next to the wheel paths 23, for instance longitudinal profiles are arranged. The wheels of the vehicle can ride over the wheel paths 23, preferably between the elevations 30.

The wheel paths 23 may be provided with upstanding transverse profiles 26, which can function as ramps for the wheels and/or as strengthening profiles for the wheel paths 23. For instance, the transverse profiles 26 can extend parallel to an upper edge 27 of the container 1. Preferably, the distance of the transverse profile 26 to the upper edge 27 is such that relatively simply a wheel of the vehicle can be placed between the edge 27 and the transverse profile 26. For instance, several transverse profiles 26 are provided in one wheel path 23, in particular near the beginning and near the end of the wheel path. Also, two transverse profiles 26 may be placed in one wheel path 23, such that a wheel can be placed between the two transverse profiles 26.

The strengthening profiles can comprise transverse and/or longitudinal profiles which are mounted against the wheel paths 23. In support, the strengthening profiles with corner columns 24 and/or additional side columns 25 in the sidewalls 20 of the container 1. The strengthening profiles can for instance comprise the earlier -mentioned transverse profiles 26 and/or elevations 30.

The roof 2 may be provided with attachment elements 28 along the length of the wheel paths 23, for attaching, in particular lashing, the wheels of the vehicle to the roof 2. The attachment elements 28 may for instance be designed as eyes which are provided in strips 29, which strips 29 may be tensioned along the length of the wheel paths. Vehicles, or other transport goods, can be lashed to the attachment elements 28 through cables, straps, ropes, lashings and the like. The attachment elements 28 may also be provided, for instance, in and/or on cables, and/or chains. The strips 29, cables, chains and/or attachment elements 28 may also be provided in, on, or near the floor of the container 1.

Advantageous effects achieved by the various embodiments include saving of fuel, enhanced storage capacity and/or flexibility in weight and dimensions. As the containers 1 can be chosen and/or stacked based on the requirements applying to different transportation units, no goods need to be transferred and/or no empty containers need to be carried back, although this is possible. Other advantageous effects may appear from practice.

The variations described and many comparable variations, as well as combinations thereof, are understood to fall within the framework of the invention outlined by the claims. Naturally, different aspects of different embodiments and/or combinations thereof may be combined and exchanged. Thus, the scope of the invention is not to be limited only to the embodiments mentioned.

Claims

1. A stackable transport container, being at least a meter and a half wide and at least three meters long, which is arranged to be placed at least on a railway car, with the height of the container being between about 1.2 and about 2.5 meters.

2. A container according to claim 1, wherein the height of the container is between about 1.55 and about 2.15 meters.

3. A container according to claim 1 or 2, wherein the container is closed by a roof to cover transport goods in the container, at least in use.

4. A container according to claim 3, wherein the height of the roof rises at least partly, preferably largely, at least in transverse direction from the sides in inward direction.

5. A container according to claim 3 or 4, wherein the roof is about 0.20 meters high in the middle, or is at least arranged to cover freight which, adjacent the middle, projects 0.20 meters above the sidewall of the container.

6. A container according to any one of the preceding claims, wherein the container is provided with at least one support that can be detachably set up or can be folded up, preferably adjacent the upper edge of a sidewall of the container, which at least one support is arranged to support a second container.

7. A container according to claim 6, wherein the container is further provided with a roof, while the at least one support is arranged to support a second container above the roof.

8. A container according to any one of the preceding claims, wherein a sidewall of the container is arranged to be opened.

9. A container according to any one of the preceding claims, wherein in longitudinal direction of the container at least one strengthening profile is provided in or on the floor of the container, for preventing bending of the floor, the profile being provided at a distance from the sidewall of the container, preferably of between about 0 and 0.60 meters.

10. A container according to any one of the preceding claims, wherein the container is provided with a roof, wherein the roof is provided with at least two wheel paths along the length of the roof for guiding and placing a vehicle on the roof.

11. A container according to claim 10, wherein the roof is provided with strengthening profiles for strengthening the wheel paths.

12. A container according to claim 10 or 11, wherein the roof is provided with attachment elements, for lashing wheels of a vehicle to the roof.

13. A container according to claim 12, wherein the attachment elements comprise eyes which are provided in a strip which is tensioned along the length of the wheel path.

14. A container according to any one of the preceding claims, wherein automobiles are provided on the roof, and preferably are lashed to the roof.

15. An assembly of a container according to any one of the preceding claims and a second container, the second container being stacked onto at least one subjacent container, which at least one subjacent container is covered by the container above it and/or a roof.

16. An assembly according to claim 15, wherein the second container is provided with a roof.

17. An assembly according to claim 16, wherein the lower container is provided with a roof and at least one support, the upper container being supported on said at least one support, and the upper container being preferably further provided with a roof.

18. An assembly according to any one of claims 15-17, wherein the total height of two stacked containers is less than about 5 meters, in particular less than about 4 meters, more particularly between 3.45 and 3.75 meters.

19. A railway car, in particular a megafret car, trailer or ship provided with an assembly or container according to any one of the preceding claims.

20. A method for stacking containers, wherein a first container is stacked onto a railway car, trailer or ship, and wherein a second container is stacked onto the first container, wherein at least one of the containers and preferably each of the containers has a height of between about 1.2 and 2.5 meters, and a width and length of at least a meter and a half and three meters, respectively, and wherein at least one of the containers is provided with a roof.

21. A method according to claim 20, wherein use is made of a container and/or assembly according to any one of claims 1-13.

22. A method according to claim 20 or 21, wherein at least the first container is provided with a roof, preferably a roof which has a rising height from the sides towards the middle.

23. A method according to claim 22, wherein the first container is provided with at least one support, which at least one support is positioned on the first container, such that it extends to above the container, wherein the second container is placed on the at least one support, so that the second container extends above a roof of the first container.

24. A method according to any one of claims 20-23, wherein the first and/or second container is loaded from a side.

25. A method according to any one of claims 20-24, wherein the first and/or second container is transferred between different transportation units.

26. A method according to any one of claims 20-25, wherein the second container is provided with a roof, and above the second container with roof a third container is stacked on.

27. A method according to any one of claims 20-26, wherein with at least one of the containers at least one vehicle, preferably an automobile, is transported.

28. A method according to claim 27, wherein the container is provided with a roof, wherein at least one automobile is placed on the roof, wherein preferably the at least one automobile is lashed to the roof.

29. A kit of a container and a roof, provided with a stackable transport container, being at least a meter and a half wide and at least three meters long, which is arranged to be placed at least on a railway car and to be covered at the top, the height of the container being between about 120 and about 250 centimeters, while a roof is provided which in use extends over the container, and preferably at least one support is provided which in use is in connection with the container to support a second container above said container provided with a roof.