WO2022136884A1

WO2022136884A1 - Apparatus and method for restraining intermodal cargo containers on a vehicle deck

Info

Publication number: WO2022136884A1
Application number: PCT/GB2021/053429
Authority: WO
Inventors: Robin Paul HAYCOCK
Original assignee: Fernhay Partners Limited
Priority date: 2020-12-23
Filing date: 2021-12-23
Publication date: 2022-06-30
Also published as: GB202020568D0

Abstract

Apparatus for restraining intermodal cargo containers seated on a deck of a vehicle, such as a flatbed trailer. The apparatus comprises elongate restraint members that are releasably attached to anchors provided on the deck of the vehicle. The restraint members constrain movement of the intermodal cargo containers in fore-aft and side- to-side directions without the need to directly clamp the containers. Additionally, the restraint members comprise curbs to guide the intermodal containers into position against the restraint members. The curbs have obliquely angled inside faces to provide a tapered approach for the containers to more readily guide the containers into the correct orientation.

Description

Apparatus and Method for Restraining Intermodal Cargo Containers on a Vehicle Deck

To keep cargo safe and secure within a vehicle’s hold it is commonly known to employ load restraint bars that span between the side walls of the hold to prevent fore-aft movement of the cargo as the vehicle is travelling. Examples are described in US6238154, US6042312 and US2014369782.

Often load bar systems are time consuming to fit and release and they do not constrain movement of the cargo in all directions. Additionally many are unsuitable for use with flat bed trailers and trucks.

The invention was conceived in the pursuit to create an improved system for transporting cargo using intermodal containers sized to be carried by last-mile delivery vehicles such as vans and electric freight bike (or quad) trailers.

According to a first aspect of the invention there is provided apparatus for restraining an intermodal cargo container seated on a deck of a vehicle, the apparatus comprising: a rigid elongate restraint member adapted to be fixed to the vehicle so as to extend across the cargo deck to constrain movement of a first intermodal cargo container in a first direction across the deck that is perpendicular to a longitudinal axis of the restraint member; a pair of projecting curbs spaced apart about the longitudinal axis, at least one of the curbs comprising a first guide surface extending obliquely away from the longitudinal axis to provide a first tapered approach for guiding the intermodal cargo container between the pair of curbs and against the restraint member; the curbs adapted to constrain movement of the first intermodal cargo container across the deck about the longitudinal axis.

The tapered approach provided by the obliquely extending guide surface facilitates the capture and guiding between the curbs of containers rolled towards the guide member. This assists in loading of the containers within the bays defined between the curbs more quickly.

The intermodal container may take the form, for example, of a box, pallet, crate or cage. Favourably the intermodal container comprises wheels on which it can be rolled on and off the deck. The containers may be substantially smaller than typical twentyfoot equivalent (TEU) shipping containers so that multiple can be carried by a last- mile delivery vehicle such as a 3 tonne van and bike (or quad) trailers. Typically, for an application in which the invention is expected to be used, an intermodal container would have a volume between 1.8 to 2.5 m3 inclusive with typical widths of between 600mm and 1000mm inclusive; length of between 600mm and 2000mm inclusive; and heights of between 1000mm and 2000mm inclusive.

The apparatus may comprise at least one further projecting curb and a second guide surface extending obliquely away from the longitudinal axis to provide a second tapered approach for guiding a further intermodal cargo container against the restraint member to a position adjacent the first intermodal cargo container and to constrain movement of the further intermodal cargo container across the deck about the longitudinal axis.

The apparatus may comprise multiple further projecting curbs in order to provide as many additional tapered approaches for guiding as many further intermodal cargo containers against the restraint member as desired.

The restraint member may be adapted to be releasably mounted to the vehicle. Where so the apparatus may comprise anchor members adapted to be mounted to the vehicle, the restraint member being releasably attached to the deck through a releasably attachable connection with the anchor members. In one arrangement the restraint member comprises one or both of the curbs of the pair of projecting curbs. The restraint member may comprise both of the curbs of the pair of projecting curbs.

Alternatively, the anchor members may comprise one of the pair of projecting curbs and/or the at least one further curb. In such an arrangement and where the anchor is mounted directly to the deck, the system can be used to transport multiple cargo containers on the deck of a flat-bed trailer or lorry.

A variant form of the restraint member may comprise an opposing pair of curbs spaced apart about the longitudinal axis of the restraint member, at least one of the opposing pair of curbs comprising a third guide surface extending obliquely away from the longitudinal axis on an opposite facing side of the restraint member to the first guide surface to provide a third tapered approach for guiding a third intermodal cargo container between the opposing pair of curbs and against the opposite facing side of the restraint member; the curbs adapted to constrain movement of the third intermodal cargo container across the deck about the longitudinal axis of the restraint member. This variant form finds utility where multiple rows of intermodal containers are to be loaded into/onto the vehicle.

The apparatus may further include a guide module adapted to be mounted about a comer of the intermodal cargo container, the guide module comprising a complementary guide surface that, when the guide module is mounted to the intermodal cargo container, extends obliquely away from an external face of a side of the intermodal cargo container in complement with the first guide surface and positioned about the intermodal cargo container to slide against the first guide surface when the intermodal cargo container is guided between the pair of curbs.

The configuration of the complementary obliquely extending guide surfaces of the curb and guide module enables the containers to be held more tightly within their bay. This allows containers in adjacent bays to be spaced more closely together as there needs to be less ‘buffer’ space between containers to prevent them impacting one another. In turn this means the bays can be made larger to hold larger containers to provide more cargo space.

The restraint member may define a surface that, when fixed to the vehicle, faces and is spaced away from the deck; the guide module comprises a laterally extending projection; and that the restraint member and guide module are so arranged that when the intermodal cargo container lies against the restraint member the projection extends between the deck and the surface. This arrangement acts to constrain movement of the container away from the deck vertically. In one embodiment the surface is provided by the curbs and the laterally extending projection is arranged extends under the curb so as to lie between the deck and the surface.

According to a second aspect of the invention there is provided apparatus for restraining intermodal cargo containers seated on a deck of a vehicle, the apparatus comprising: a first rigid elongate restraint member adapted to be mounted to the vehicle so as to extend across the deck to constrain movement of a first row of multiple intermodal cargo containers in a first direction across the deck; a second rigid elongate restraint member adapted to be releasably attached to the vehicle so as to extend across the deck in an orientation substantially parallel with the first restraint member on an opposite side of the first row of intermodal cargo containers to constrain movement of the first row in a direction opposite the first direction; multiple curbs associated with the first restraint member spaced apart about a longitudinal axis of the first restraint member; multiple curbs associated with the second restraint member spaced apart about a longitudinal axis of the second restraint member; the curbs associated with the first restraint member being aligned with the curbs associated with the second restraint member so as to define multiple bays between the first restraint member and second restraint member to constrain movement of each intermodal cargo container of the first row across the deck in a direction parallel to the longitudinal axes of the first and second restraint members.

Through this arrangement containers are constrained in two orthogonal axes without clamping. Favourably the restraint member defines a surface spaced away from the deck; and the container comprises a laterally extending projection that extends between the deck and the surface when the container lies against the restraint member. With the addition of this feature the apparatus is able to constrain movement of the containers in all three orthogonal axes in space without clamping.

Through appropriate spacing between the first and second restraint members and the spacing between the curbs, each container becomes entrapped within its respective bay. Favourably, so that movement in any of the three orthogonal axes is restricted to not more than 20mm but more favourably between 5mm and 10mm.

The apparatus may further include a third rigid restraint member adapted to be releasably attached to the vehicle and extend across the cargo deck in an orientation substantially parallel with the second restraint member on an opposite side of a second row of intermodal cargo containers that sit on an opposite facing side of the second restraint member to the first row; the second restraint member acting to constrain movement of each intermodal container of the second row in the first direction and the third restraint member acting to constrain movement of each intermodal container of the second row in the direction opposite the first direction; multiple curbs associated with the third restraint member spaced apart about a longitudinal axis of the third restraint member; multiple opposing curbs associated with the second restraint member spaced apart about a longitudinal axis of the second restraint member and that extend away from the first restraint member and towards the third restraint member; the curbs associated with the third restraint member and the opposing curbs of the second restraint member being aligned about the substantially parallel longitudinal axes of the second and third restraint members so as to define multiple bays between the second restraint member and third restraint member to constrain movement of each intermodal cargo container of the second row across the deck in a direction parallel to the longitudinal axes of the second and third restraint members. One or more of the multiple curbs associated with the first restraint member may comprise guide surfaces extending obliquely away from the longitudinal axis of the first restraint member to provide a tapered approach for guiding the intermodal cargo containers of the first row between the pair of curbs.

The invention will now be described by way of example with reference to the following Figures in which:

Figure 1 is a perspective view of a flatbed trailer adapted for carrying multiple multimode cargo containers.

Figure 2A is a perspective forward facing view of the flatbed trailer with its deck loaded with six intermodal cargo containers;

Figure 2B is a perspective rearward facing view of the loaded flatbed trailer of Fig 2A;

Figure 2C is a side elevation of the loaded flatbed trailer of Fig 2A;

Figure 3 is a perspective of the flatbed trailer of Fig 2 A with the intermodal cargo containers omitted to show the restraint bars more clearly;

Figure 4 is a perspective worm’s eye view of one of the multi-mode cargo containers;

Figure 5 is a perspective worm’s eye view of a bottom comer of a multi-mode cargo container to illustrate one of the comer guide modules in greater detail;

Figure 6 is a side elevation of the bottom comer of a multi-mode cargo container and module; Figure 7 is a perspective view of the underside of the bottom comer of a multi-mode cargo container showing the module exploded therefrom;

Figure 8 is a plan view of the underside of the bottom comer of a multi-mode cargo container and module; Figure 9 is a perspective view of one of the front restraint bars mounted onto the deck;

Figure 10 is a perspective view of the centre front restraint bar view from the front of the trailer with a cargo container abutted against it;

Figure 11 is a side elevation of one of the front restraint bars with a cargo container abutted against it;

Figure 12 is a perspective view of a central restraint bar;

Figure 13 is a side elevation of the central restraint bar;

Figure 14 is a perspective view of the central restraint bar before it is secured into position; Figure 15 is an overhead view of the central restraint bar before it is secured in position;

Figure 16 is a perspective view of the central restraint bar fastened into position;

Figures 17A-17E are perspective views illustrating example stages of loading cargo containers onto the deck of the flatbed trailer; Figure 18 is a perspective view of front restraint bars of a variant design mounted onto the deck;

Figure 19 is a perspective view of a central restraint bar of a variant design fastened into position;

Figure 20 is a perspective worm’s eye view of a bottom comer of a multi-mode cargo container and comer guide module of a variant design; and

Figure 21 is a side elevation of the bottom comer of the multi-mode cargo container and module of Figure 20.

With reference to Figure 1 there is shown a flat bed trailer 1 having a deck 100 (also referred to as a bed or floor) adapted to carry multiple, in this example, up to six, intermodal cargo containers 2 (see Fig 2). The short end of the deck 100 on the left side as viewed in Fig 1 is the front end 1A of the trailer 100 and the short end at the right side is the rear end IB. The trailer 1 may include a ramp and/or lifting platform (not shown) at the rear end IB for loading and unloading the intermodal cargo containers 2 onto and off the deck 100.

Fastened onto the deck 100 about the front end 1A are three (though can be more or less) front load restraint members 10 aligned end-to-end so that taken together they substantially span the width of the deck 100.

Mounted at the rear comers of the deck 100 are a rear pair of anchor fixings 20. A central pair of anchor fixing 30 are fastened to the deck 100 about left and right edges at a central position between the front and back ends 1A IB.

Each of the anchor fixings 20, 30 comprise an upright 21, 31 that extends above the deck 100 and comprises a locating aperture 21A 31A (See Fig 14). Each rear anchor fixing comprises a wing 22 held above the deck 100 by the upright 21 extending laterally away from the upright 21 in a forward direction.

Each central anchor 30 comprises two wings 32 (see Fig 15) held above the deck 100 by the upright 31 and extending laterally away from the upright towards the front 1A and rear IB of the deck 100.

Each wing 22, 32 of each anchor fixing 20, 30 defines a surface facing inwardly towards the centre of deck 100 that provides an obliquely angled guide surface 23, 33.

Figures 2A, 2B and 2C illustrate the deck 100 loaded with six standardised wheeled intermodal cargo containers 2. Viewed from either the front or rear end the cargo containers 2 are arranged in two rows each of three containers 2 wide.

With reference also to Fig 3, lying between the two rows is a central restraint member 40. The central restraint member 40 spans across the deck 100 between the central anchor fixings 30 about which it is secured into position onto the deck 100.

Lying rearward of the rear row of the cargo containers 2 is a rear restraint member 50 that spans between, and is fastened to, the rear pair of anchor fixings 2020.

The combination of the restraint members 10, 40, 50 and anchor fixings 20, 30 act to constrain movement of each of the six cargo containers 2 in the two horizontal axes namely, fore-aft and side-to-side and, in conjunction with the deck 100, the vertical axis, both up and down.

The restraint members 10, 40, 50 and anchors 20 30 are adapted through sizing and relative positioning about the deck 100, to enclose each cargo container 2 sufficiently tightly as to prevent any of the cargo containers 2 from escaping their respective bay. This avoids the need to physically clamp, i.e. hold through a friction force, any of the containers 2 in position, simplifying and thus speeding up the process of loading and unloading the containers 2 from the deck 100.

Figure 4 illustrates one of the intermodal cargo containers 2 in isolation. The cargo container 2 comprises a base 2A on which are mounted upwardly extending side walls 2B and a top wall 2C (not visible in Fig 4 but see Fig 2A and 2B) co-joined so as to between them define an enclosed volume for holding cargo. In this example each of the base 2A, side walls 2B and top wall 2C are comprised from panels to form a box but could instead, for example, comprise wire mesh sheet to form a cage.

With reference also to Figures 5-8, mounted at each bottom comer 2D of the container 2 is a comer guide module 3.

Each comer guide module 3 comprises a single integral piece body, e.g. a casting or moulding, that defines a first surface 3A and a second surface 3B that each depend downwardly from the base 2A of the container 2. The first surface 3A extends away from the comer 2D about a first side 2BA of the container 2, and the second surface 3B extends away from the comer 2D about a second side 2BB of the container 2.

At a lower edge of the first surface 3A there is provided a laterally extending lip 3C that protrudes outwardly away from the first surface 3A.

As seen most clearly in Figures 7 and 8 the second surface 3B extends outwardly away from the comer 2D about the second side 2BB at an oblique angle relative to the second side 2BB. As such, the internal angle made between the second surface 3B and the first side 2BA of the container 2, and thus also the first surface 3A which runs parallel with the first side 2BA, is greater than 90 degrees.

The first and second surfaces 3A 3B are recessed inwardly from the upwardly extending side walls 2B of the container 2, the guide module 3 comprising laterally extending lips 3D 3E that connect between upper edges of the first and second sides 3A 3B and a bracket comer piece 3F that surrounds portions of bottom edges of the first and second sides 2BA 2BA that extend away from the comer 2D. The second lip 3E tapers as it extends away from the comer 2D as a consequence of the oblique angle of the second surface 3B.

The body of guide module 3 has a portion 3G that extends inwardly to cover a region of the base 2A surrounding the comer 2D and provides a surface on which a caster 5 of the container 2 is supported. The portion defines an aperture through which a bolt of the caster 5 extends in order to secure the caster 5 to the container 2.

Figures 9-11 illustrate a cargo container 2 that has been loaded onto the deck 100 against the central front load restraint member 10.

Each front restraint member 10 comprises an elongate portion 11 which extends across the deck 100, and feet 12 about which each front load restraint member 10 is fastened to the deck 100, in this example by bolts, and by which the elongate portion 11 is held above the deck 100.

About each end of the elongate portion 11 is a projecting curb member 13 that extends laterally away from the longitudinal axis of the front load restraint members 10 towards the rear 1A of the deck 100.

Mounted on the elongate member 11 between curb members 13 are resiliently deformable damping members 14, e.g. comprised from a synthetic elastic material.

Each curb member 13 defines a guide face 13 A. The guide faces 13A of the curb members 13 of each front load restraint member 10 facing towards one another. Each guide face 13 A extends away from the elongate member 11 at an oblique angle such that together the two guide faces 13A provide a tapered approach for a cargo container 2 being rolled into a bay defined between the curbs 13 against the front load restraint member 10. The wide opening between the curbs helps to capture an approaching cargo container 2 with the tapering aiding to align the front of the container 2 as it is rolled towards and against the front restraint member 10.

The second surfaces 3B of the guide module 3 and the guide faces 13 A of the curb members extend at substantially complementary angles. In this way the cargo container 2, once homed against the elongate member 11, is held tightly between the curbs 13 so as to minimise movement of the container 2 across the deck 100.

As seen best in Fig 11 when homed against the front restraint bar, the first surface 3 A of the guide module 3 lies against the elongate member 11 with the laterally extending lip 3C protruding beneath the elongate member 11. This arrangement acts to inhibit lifting of the container 2 away from the deck 100.

With reference Figures 12 and 13 there is shown a variant design of load restraint bar used for the central restraint bar 40. A further bar of identical design is used for the rear restraint bar 50.

The central restraint bar 40 comprises two parallel, spaced apart, elongate members 41 A 41 B, and feet 42 about which the central load restraint member 40 is seated on the deck 100 and by which the elongate members 41A 41B are held spaced above the deck 100.

Projecting laterally away from the longitudinal axis of the central restraint bar 40 are curb members 43. A number, in this example two, of the curb members 43 A are supported on a first of the elongate members 41 A and project laterally away in a first direction. An equal number of curb members 43B are supported on a second of the elongate members 41 B and project laterally away in an opposite direction. The curb members 43A are spaced apart along the longitudinal axis of the central restraint bar 40. The curb members 43B are also spaced apart along the longitudinal axis of the central restraint bar 40 so as to be in alignment with the curb members 43 A. Each curb member 43 defines two guide faces 44 that face opposite directions about the longitudinal axis. Each guide face 44 extends away from the elongate member 40 at an oblique angle such that pairs of facing guide faces provide separate tapered approaches for cargo container 2.

Mounted on the elongate members 41 A 41 B between curb members 43 are resiliently deformable damping members 45, e.g. comprised from a synthetic elastic material.

Between the pair of elongate members 41A 41B are housed sliding bolt fastener mechanisms 46 adapted to provide releasable attachment of the central restraint bar 40 to the central anchor fixings 30 A 3 OB.

Each mechanism 46 comprises a draw bolt 46A connected to a handle 46B via a cable 46C. The handle 46B is retained in a guide slot 46D of a first bracing member 47 extending between the elongate members 41 A 4 IB. A helical spring 46E sits over the cable 46C between a rear face of the bolt 46C and a second bracing member 49. The bolt 46A is arranged for reciprocal sliding movement about the longitudinal axis of the restraint member 40 through a boss 48A and aperture 48B provided in an end plate 48 to locate within locating aperture 31 A of the corresponding anchor 30.

Figures 14 and 15 illustrate the fastener mechanism 46 in an unfastened state in which the handle 46B is held in a first position by the guide slot 46D such as to hold, via cable 46C, the draw bolt 46A is in a withdrawn position with the spring 46E compressed.

The central guide member 40 is manoeuvred into position between the central anchor fixings 30 behind one or more cargo containers 2. With reference Figure 16, to fasten the central guide member into position, the handle 46B is moved within the guide slot to a second position whereupon the biasing force of the spring 46E throws out the draw bolt 46A through the boss 48A and into the locating aperture 31A of the anchor fixing 30. When in position, the guide surfaces 32A of the wings 3 extend laterally away from the central restraint bar 40 at an oblique angle to the longitudinal axis of the central restraint bar 40. The guide faces 32A of the central anchor fixings 30 pair with the outermost guide surfaces 43A of the curb members 40 to guide and restrain lateral movement of containers in the outermost bays of the deck as seen in Fig 14.

The damping members 14, 45 provide two functions: a) they act to cushion impact of cargo containers 2 against their respective restraint bar; b) by virtue of the members 14, 45 being separated from each other by a distance, when in an uncompressed state, that is slightly smaller than the length of the container 2, both are compressed and thus remain in contact with the respective front and rear sides of a container occupying the bay thereby constraining motion of the container 2 during transit.

Figures 17A-17E illustrate exemplary steps in the loading of three cargo containers 2 onto the deck 100. A first container is rolled on its casters 5 onto the deck 100, e.g. via lift or ramp (not shown) towards the front restraint bars 10 (Fig 17A). It is pushed against one of the restraint bars (in this example the central front restraint bar) between the two curbs members 13 (Fig 17B). This process is repeated with two more cargo container 2 (Fig 17C). Once in position, the central restraint bar 40 is moved into position (Fig 17D) and fastened between the central anchors 30 (Fig 17E).

Thereafter, if desired, between one and three further cargo containers of a second row can be loaded onto the deck 100, each pushed between a separate pair of curbs defined by the central restraint bar 40. Finally, the rear restraint bar 50 can be mounted behind the second row of containers 2 and fastened between the rear anchors in the same manner as described for the central restraint bar 40.

Once fastened into position, the central and rear restraint bars 40 50 he directly above the laterally extending lip 3C of the guide modules 3 to inhibit upward vertical movement of the container 2 away from the deck 100. Figures 18-21 illustrate a variant embodiment in which constraint of upward movement of the containers 2 away from the deck 100 is achieved through engagement of the guide modules 3 with the anchor fixings 20, 30, curb members 13, 43.

The curb members 13 of the front central restraint bar 10 each define a downward facing surface 13B that faces towards the deck 100. The surface is obliquely angled such that the spacing between the surface and the deck decreases from the free end of the curb member 13 to the foot 12.

Each wing member 22, 32 of the anchors 20 30 (the rear anchor is not shown) also define a downward facing surface 32B that faces towards the deck 100. The surface 32B is obliquely angled such that the spacing between the surface 32B and the deck decreases from the free end of the wing 32 to the upright 31.

Similarly, each curb member 43 defines a downward facing surface 43C that faces towards the deck 100. The surface is obliquely angled such that the spacing between the surface and the deck decreases from the free end of the curb member 43 to the foot 12.

The angle of each of downward facing surfaces 13B, 22B, 32B, 43C are substantially the same and between 15 degrees and 30 degrees from horizontal.

With reference to Figs 20 and 21, the guide model 3 differs in the positioning of laterally extending lip 3C’ which is now located at the base of second surface 2B, on the opposite side of comer 2D. The end of laterally extending lip 3C’ distal from comer 2D is higher than the other end such that the lips is orientated at an oblique angle 0 from the horizontal, where 15°< 0 > 30°, and is substantially similar to that of the angle of the downward facing surfaces of the curbs 13, 43 and wings 22,32. When the container 2 is held within a bay, the laterally extending lips 32 of the guide models 3 extend directly beneath the downward facing surface of the respective curb or wing that the guide module is immediately adjacent to constrain upward movement of the container 2 away from the deck 100. The slanting nature of the downward facing surfaces 13B, 22B, 32B, 43C and that of the lip 3C’ reduce the likelihood of jamming of the guide modules 3 under the curbs 13, 43 and wings 22,32 when being

Variants to the afore described example are envisaged.

For example, the front restraint bars need not be permanently fixed but could rather releasably attached to the vehicle like the rear and central restrain bars. Further there need not be three separate front restrain bars, rather the function of the three could be achieved with a single piece.

The central and rear restrain members may likewise may comprised from multiple pieces but less preferred as it would mean including anchor in a central position within the deck that would obstruct the wheeling of cargo on and off from the deck.

Invention also suitable for vehicles loaded from the side rather than front end. Where so front restraint bar(s) and anchors can be re-orientated and/or repositioned as appropriate.

The apparatus can be configured for decks of various sizes by adjusting the lengths of the restraint bars so as to hold more or less than the three containers per row of the illustrated example. Further more than two rows could be held where space allows by including multiple central restraint bars with a corresponding increase in number of pairs of central anchors. For example, for a deck sized to accommodate three rows of cargo containers, the trailer may be fitted with a second pair of central anchors fixing between the first pair of anchor fixing and the rear pair of anchor fixing that are separated along the front-rear axis of the trailer by a distance sufficient to retain a cargo container. The central and rear anchors could be replaced by a pair of rails that run along the sides of the deck.

The central and rear are favourably has the same connector, e.g. bolt (of which one or both may be retractable so that the member can be mounted in either orientation. Nevertheless, the members may instead different fastening mechanism at the different ends.

Claims

1. Apparatus for restraining an intermodal cargo container seated on a deck of a vehicle, the apparatus comprising: a rigid elongate restraint member adapted to be fixed to the vehicle so as to extend across the deck to constrain movement of a first intermodal cargo container in a first direction across the deck that is perpendicular to a longitudinal axis of the restraint member; a pair of projecting curbs spaced apart about the longitudinal axis, at least one of the curbs comprising a first guide surface extending obliquely away from the longitudinal axis to provide a first tapered approach for guiding the intermodal cargo container between the pair of curbs and against the restraint member; the curbs adapted to constrain movement of the first intermodal cargo container across the deck about the longitudinal axis.

2. Apparatus according to claim 1 comprising at least one further projecting curb and a second guide surface extending obliquely away from the longitudinal axis to provide a second tapered approach for guiding a further intermodal cargo container against the restraint member to a position adjacent the first intermodal cargo container and to constrain movement of the further intermodal cargo container across the deck about the longitudinal axis.

3. Apparatus according to claim 1 or 2 wherein the restraint member comprises one or both of the curbs of the pair of projecting curbs.

4. Apparatus according to claim 3 wherein the restraint member comprises an opposing pair of curbs spaced apart about the longitudinally axis of the restraint member, at least one of the opposing pair of curbs comprising a third guide surface extending obliquely away from the longitudinal axis, on an opposite facing side of the restraint bar to the first guide surface to provide a third tapered approach for guiding a third intermodal cargo container between the opposing pair of curbs and against the opposite facing side of the restraint member; the curbs adapted to constrain movement of the third intermodal cargo container across the deck about the longitudinal axis of the restraint member.

5. Apparatus according to any previous claim wherein the restraint member is adapted to be releasably mounted to the vehicle.

6. Apparatus according to claim 5 further comprising anchor members adapted to be mounted to the vehicle, the restraint member being releasably attached to the deck through a releasably attachable connection with the anchor members.

7. Apparatus according to claim 6 wherein the anchor members comprise one of the pair of projecting curbs and/or the at least one further curb.

8. Apparatus according to any previous claim further comprising a guide module adapted to be mounted about a comer of the intermodal cargo container, the guide module comprising a complementary guide surface that, when the guide module is mounted to the intermodal cargo container, extends obliquely away from an external face of a side of the intermodal cargo container in complement with the first guide surface and positioned about the intermodal cargo container to slide against the first guide surface when the intermodal cargo container is guided between the pair of curbs.

9. Apparatus according to claim 8 wherein the restraint member defines a surface that, when the restraint member is fixed to the vehicle, faces and is spaced away from the deck; the guide module comprises a laterally extending projection; and that the restraint member and guide module are so arranged that when the intermodal cargo container lies against the restraint member the projection extends between the deck the surface.

10. Apparatus for restraining intermodal cargo containers seated on a deck of a vehicle, the apparatus comprising: a first rigid elongate restraint member adapted to be mounted to the vehicle so as to extend across the deck to constrain movement of a first row of multiple intermodal cargo containers in a first direction across the deck; a second rigid elongate restraint member adapted to be releasably attached to the vehicle so as to extend across the deck in an orientation substantially parallel with the first restraint member on an opposite side of the first row of intermodal cargo containers to constrain movement of the first row in a direction opposite the first direction; multiple curbs associated with the first restraint member spaced apart about a longitudinal axis of the first restraint member; multiple curbs associated with the second restraint member spaced apart about a longitudinal axis of the second restraint member; the curbs associated with the first restraint member being aligned with the curbs associated with the second restraint member so as to define multiple bays between the - 21 - first restraint member and second restraint member to constrain movement of each intermodal cargo container of the first row across the deck in a direction parallel to the longitudinal axes of the first and second restraint members.

11. Apparatus according to claim 10 comprising a third rigid restraint member adapted to be releasably attached to the vehicle and extend across the cargo deck in an orientation substantially parallel with the second restraint member on an opposite side of a second row of intermodal cargo containers that sit on an opposite facing side of the second restraint member to the first row; the second restraint member acting to constrain movement of each intermodal container of the second row in the first direction and the third restraint member acting to constrain movement of each intermodal container of the second row in the direction opposite the first direction multiple curbs associated with the third restraint member spaced apart about a longitudinal axis of the third restraint member; multiple opposing curbs associated with the second restraint member spaced apart about a longitudinal axis of the second restraint member and that extend away from the first restraint member and towards the third restraint member; the curbs associated with the third restrain member and the opposing curbs of the second restraint members being aligned about the substantially parallel longitudinal axes of the second and third restraint members so as to define multiple bays between the second restraint member and third restraint member to constrain movement of each intermodal cargo container of the second row across the deck in a direction parallel to the longitudinal axes of the second and third restraint members.

12. Apparatus according to claim 10 or 11 wherein the multiple curbs associated with the first restraint member comprise guide surfaces extending obliquely away - 22 - from the longitudinal axis of the first restraint member to provide a tapered approach for guiding the intermodal cargo containers of the first row between the pair of curbs.

13. A system for restraining cargo being transported in a vehicle having a deck, the system comprising: the apparatus of any claim 1-7 or 10-12; and one or more wheeled intermodal cargo containers in which the cargo is held; the wheeled intermodal cargo container comprising a guide surface that is angled obliquely relatively to an external face of a side of the intermodal cargo container in complement with the guide surface of the pair of projecting curbs and positioned about the intermodal cargo container to slide against the guide surface of the pair of projecting curbs when the intermodal cargo container is guided between the pair of curbs.

14. A wheeled intermodal cargo container of claim 13 comprising a guide surface that is angled obliquely relatively to an external face of a side of the intermodal cargo container that when in use complements with a guide surface of a curb of a restraint and positioned about the intermodal cargo container to slide against the guide surface of the pair of projecting curbs when the intermodal cargo container is guided between the pair of curbs

14. A system according to claim 13 wherein: wherein the restraint member defines a surface that, when fixed to the vehicle, faces and is spaced away from the deck; the wheeled intermodal cargo container comprises a projection; and - 23 - the restraint member and projection are so arranged that when the intermodal cargo container lies against the restraint member the projection extends between the deck the surface.

15. A guide module of the apparatus of claim 8 the guide module adapted to be mounted about a comer of an intermodal cargo container, the guide module comprising a guide surface that, when the guide module is mounted to the intermodal cargo container, is angled obliquely away relatively to the intermodal cargo container to complement the angle of the guide surface of the pair of projecting curbs and to slide against the guide surface of the pair of projecting curbs when the intermodal cargo container is guided between the pair of curbs.

16. A guide module according to claim 15 comprising a lateral projection arranged such that, when the guide module is mounted to the cargo container, the guide surface lies on a first side of a comer of the cargo container and the projection projects from a second side of the comer of the cargo container.

17. A method of loading one or more wheeled intermodal cargo containers onto a deck of a vehicle, the method comprising: providing apparatus including a first rigid elongate restraint member mounted to the vehicle and extending across the deck, the apparatus including multiple curbs associated with the first restraint member spaced apart about a longitudinally axis of the first restraint member; manoeuvring one or more of a first row of intermodal cargo containers across the deck between the multiple curbs and against the first restraint member; mounting a second restraint member to the vehicle such that it extends across the deck in an orientation substantially parallel with the first restraint member on an - 24 - opposite side of the first row of intermodal cargo containers to constrain movement of each intermodal container of the first row in a direction opposite the first direction.

18. A method according to claim 17 wherein: the apparatus includes multiple curbs associated with the second restraint member spaced apart about a longitudinally axis of the second restraint member; and the method comprises: manoeuvring one or more of a second row of intermodal cargo containers across the deck between two of the multiple curbs associated with the second restraint member and against the second restraint member; and mounting a third restraint member to the vehicle such that it extends across the deck in an orientation substantially parallel with the second restraint member on an opposite side of the second row of intermodal cargo containers to constrain movement of the intermodal container of the second row in a direction opposite the first direction.