WO2006005920A1

WO2006005920A1 - Over-length log rack

Info

Publication number: WO2006005920A1
Application number: PCT/GB2005/002683
Authority: WO
Inventors: Martin Clive-Smith
Original assignee: Clive-Smith Cowley Limited
Priority date: 2004-07-08
Filing date: 2005-07-08
Publication date: 2006-01-19
Also published as: GB2415957A; GB0415336D0

Abstract

A lattice frame flat-rack container (10) features splayed lateral load restraint post (12) in-fold for a compact stackable collapsed form and transverse beams (15) between longitudinal chassis rails (13) with profiled upstands (27) to interest between juxtaposed chassis rails of a stacked overlying flat-rack deck.

Description

Over-Length Log Rack

This invention relates to containers, particularly, but not exclusively, open-deck platform base container formats, or so-called 'flat-racks'. Terminology

The terms container or flat-rack are used inter¬ changeably herein to embrace generalised load support and carriage configurations for load diversity.

Format A diversity of container structures have been devised of both open lattice and infill panel format.

Rectangular formats are commonly adopted for conformity with standardised capture, handling and stacking geometry. Syntax

For conciseness of expression, items in brackets, vis [ ... ], represent optional features, characteristics, qualifiers or constraints.

In the claims, expressions in brackets alongside claim numbering are for ease of reference and as such form no part of claim scope or interpretation.

Background

Multiple Discrete Load Elements

A certain commonality, consistency or uniformity of individual load element cross-sectional shape and/or size allows multiple stacking interfit and internesting.

A measure of self-stabilisation, subject to some overall lateral restraint, also arises.

Lattice Deck Frame An open lattice deck support framework, rather than a continuous panel infill, will suffice for (fragmented) loads which are inherently self-supporting between spaced contact and support points.

In the case of elongate loads, bending, flexing or sagging is a consideration in determining intermediate support location and spacing.

A constraint is the weight penalty of each support and attendant reduction in overall load capacity - not merely of the container structure itself, but of any road or railway bed and running wheels and axles. Thus a minimal lattice frame configuration must achieve certain inherent strength, stiffness and torsional rigidity.

A certain inherent load stiffness relieves the burden of torsional rigidity upon the frame itself. Thus the load and support frame can interact co¬ operatively - for mutual restraint, particularly if the load is lashed or tied in situ.

Some relative movement, such as flexing in transit, can be accommodated between load and frame by adopting a loose restraint or fit.

Prior Art

The Inventor / Applicants' GB2330820 envisages diverse open lattice container formats adapted for carriage of multiple 'clustered' elongate load elements, such as logs or pipes.

Weight Saving

The present case addresses a low unladen weight, collapsible format with minimal structure and fittings.

A particular concern is unladen flat-rack weight - which it is sought to reduce, in favour of (increased) payload, and to meet overall roadway, track or railbed loading limits - without undermining strength.

Compact Collapsed Form

A compact overall collapsed form remains desirable for economic return-empty transport. Statement of Invention

According to the invention, a flat-rack container (10) has a lattice frame deck (14) of opposed longitudinal chassis rails (13) and intervening transverse beams (15) with load support upstands (27) configured to sit between chassis rails to allow internested chassis stacking, with juxtaposed chassis rails.

The load support upstand creates an under-load clearance for fork lift truck handling tines.

However the upstand interfit does not intrude or increase stacking depth when chassis are overlaid. This allows compact, return-empty, container stacking with respective adjacent longitudinal chassis rails in direct contact.

Movable Lateral Restraints

Movable - say, folding - lateral load restraint, bracing or containment members or stanchions, may present a minimum profile deck chassis for a collapsed stacking mode.

Lateral Restraint In-FoId

Inward and outward folding lateral load restraints may pivot or hinge upon longitudinal chassis rails, either to project outboard therefrom, or sit within, the deck outer profile between longitudinal chassis rails.

Collapsed Stacking A collapsed 'flat-pack' stacking facility is thus preserved by lateral restraint in-fold.

- Splayed Lateral Load Restraints

A fully-erected load restraint is configured to adopt a somewhat splayed or canted stance or outward lean. This is achieved through relative disposition of inboard bottom end pivot and intermediate travel limit or abutment stop with the top flange of an associated longitudinal deck chassis beam.

Inboard Pivot The pivot is set somewhat inboard of the chassis rail upon a forked mounting bracket, to clear the chassis until the restraint passes the vertical and lies canted back somewhat to engage the chassis rail top flange.

Outward splay from bottom to top of lateral load restraints creates a somewhat larger outboard than inboard span and waisted load capacity profile.

Load Settlement

This promotes downward load slide and settlement from top to bottom, with close or snug intemesting (and reduced voids) of individual load elements.

Attendant stability is enhanced through load movement suppression and lower centre of gravity.

Lateral Restraint (In-Foid) Pivot

An inboard pivot, inset within deck longitudinal chassis rail depth, such as between I-beam flanges, allows lateral restraints to fold inward and lie within the overall deck cross-section when in-folded.

In-FoId Limit

A restraint in-fold limit could be contrived by an abutment or limit stop at outboard or inboard end.

Thus, a plate may be incorporated into the restraint or stanchion hinge to prevent the stanchion over rotating once horizontal.

Out-Fold Limit + Latch A restraint out-fold limit could be contrived by direct chassis rail contact and a latch, such as a spring loaded lock pin between restraint and chassis flange, to inhibit dislodgement and in-fold. Lateral Restraint Span

Lateral restraint span is somewhat less than deck internal transverse span, to accommodate a folded restraint within the overall deck cross-section and between opposite longitudinal chassis rails.

Lateral Restraint Opposed Pairs

Lateral restraints are disposed in opposed pairs on opposite deck beam sides upon respective opposed longitudinal chassis rails. Staggered Longitudinal Disposition

Somewhat mutually staggered longitudinal disposition of paired opposite restraints is adjusted to allow in-fold alongside one another.

Paired Restraints Paired restraints can be disposed alongside permanent transverse deck (bracing) beams, set between longitudinal chassis rails.

Transverse Beam Profile

A variety of transverse beam profiles and combinations can be adopted.

Thus paired transverse beams set at upper and lower chassis rail depths could be employed.

Elevated Load Support

An upper beam portion between longitudinal chassis rails could sit somewhat above their top flanges for elevated load support clear of primary deck structure.

A stepped upper beam profile, with upstanding or upwardly protruding mid-portion between recessed or inset ends for longitudinal chassis rail mounting, would allow such elevated load support.

Such elevated load support leaves a marginal throat between deck and load for insertion of fork lift truck tines under a load and above longitudinal chassis rail. A vertically unencumbered, but laterally constrained, load lift can then be undertaken until clear of lateral restraints to allow lateral load withdrawal.

Lateral Restraint Spacing Longitudinal disposition and spacing between lateral restraints can be set to allow intervention of standard fork lift truck tine spacing.

Load bed longitudinal span could accommodate multiple (say three) grouped longitudinally spaced load element groups, clusters or stacks.

Lateral restraint groupings could address corresponding load groups, at least at outer ends, albeit allowing for some sharing in-between.

End Restraint Folding end frames could provide collapsible load end restraint at one or both ends.

A forward end gate inhibits load shift upon braking - likely to be more severe than rearward shift under acceleration. Travel limit chains between end frames and deck chassis could brace against end load.

Limit chains could run between end frame and chassis outriggers to clear intervening lateral restraints. Thus such a restraint chain could run outboard of a lateral restraint.

End frame in-fold to lie between longitudinal chassis rails within the deck cross-section would preserve a compact collapsed configuration. Longitudinal Span

Longitudinal chassis span can be extended for greater load length capacity, yet capture, handling and stacking fittings set at a standard span. Standard Span Fittings

Thus, say, a some 13 metre overall deck span could use 40 foot (12.2m) standard fittings.

Such fittings could be longitudinally inset at one or both ends.

Thus, opposed corner fittings could be preserved at one (say, forward) end, with opposed fittings at the opposite (rearward) end inset by desired longitudinal chassis and deck extension - such as 0.8m. In a particular construction, a forward end gate is set between forward end corner fittings.

If rearward load shift is a primary concern, the end gate and corner fittings can be disposed at a rearward end. Multiple span fittings, as taught in the Inventor /

Applicants' cases ***^** and AU739977 could be adopted.

Corner End Post Omission

Traditional corner end support posts can be omitted, for weight-saving.

Erect Stacking Sacrificed

Stacking of erect forms - such as by intervention of (corner end) support posts - is thus sacrificed.

Retractable Ground Struts Retractable ground struts or legs could be fitted - conveniently in cross-linked opposed pairs.

Retraction and extension could be upon a rotary cross-tube carrying an inboard end of a strut or leg.

Diagonal Strut Brace A (releasable) diagonal brace could be fitted between strut or leg outboard end and longitudinal chassis rail. Deployed strut span or track stance could extend beyond deck chassis transverse span.

This affords lateral stability in (un)loading. Roller (Un)Loading Guidance Lateral roller guidance for (un)loading a collapsed deck upon a trailer or carriage could be accommodated.

Thus, trailer mounted lateral rollers at opposite deck sides engage side flanges of deck longitudinal chassis rails.

Selective Incremental Deck Stacking

Ground strut extension allows an overlying stacked deck to receive or release a lowermost deck from or to an underlying trailer. Trailer insertion / withdrawal beneath an elevated stack, with selective deck leg deployment for overlying stacked deck support, allows underlying deck release to trailer support.

A stack can thus be (un)loaded incrementally from beneath, taking the lowermost decks in turn and supporting the stack with legs of a deck immediately above that to be released or introduced.

Weight-Functionality Compromise

Although a primary requirement is weight reduction and attendant simplicity of construction, fittings and form, a compromise may be struck with certain functions, such as load containment profile.

Alternative Lateral Restraint Disposition Outboard Post Mounting In order to preserve lateral load capacity or width - ie with minimal deckspace intrusion - restraint posts could sit upon or outboard of respective chassis rails. Lateral Load Support

Thus, say, upright lateral restraint posts or stanchions with a cranked, off-set or dog-leg footprint, could sit 'side-saddle' (or astride) upon longitudinal deck beams or chassis rails.

Stanchion pivot mounting can be taken upon inner upright side wall of longitudinal deck beam.

Selectively deployable stanchions can suit loading and intervals between load groupings. Movable Deck Beams

Whilst fixed position and stepped intemesting profile is economic, movable transverse deck beams could be contemplated.

Thus, say, re-locatable (transverse) deck beams could span somewhat above (to create an under-load space above chassis rails to accommodate fork lift truck handling tines or blades) and between spaced longitudinal chassis rails for intervening load support.

Lift-up and out deck beams may hang upon suspension chains between longitudinal deck beams or chassis rails.

Beam (Surface) Profile

Aside from an inset step for internesting, generally flat or complementary conformal profiled (eg scalloped) transverse deck beam (upper edge) profiles may be employed.

Load Grouping

(Bundled) load grouping is conveniently employed, with marginal longitudinal spacing between groups. (Un)Latching

Folding lateral restraint (un)latching could be undertaken manually or automatically upon transit through a prescribed index position.

A swing arm locking detent could provide a positive abutment stop to inhibit post movement.

A swing arm adjacent a post bottom pivot might be contrived for this effect.

Lateral Extension Lateral restraint position might be varied to suit a particular load.

Thus selective deployment or installation of (re)movable posts could contrive a desired lateral support configuration or array. A longitudinally movable post to chassis rail mounting

- such as a sliding clamp - would allow selectively adjustable post disposition upon the rails.

Again, whilst not necessarily the most minimal simplistic forms, element profiling may be adopted to address other considerations, such as load accommodation.

'L'-shaped Stanchion

Thus, a lateral restraint stanchion with a profiled, say 'L' shaped, foot could sit astride a chassis rail. Inset Foot

An inset foot could be fitted - say by a hinge or pivot mounting - to an inner chassis rail face.

(Re)Movable Transverse Beam Socket Mounting A (re)movable transverse beam could be located in sockets fitted to opposite facing inside faces of longitudinal chassis rails.

Again, additional elements might be contemplated, vis: Restraint Ties

Restraint ties, such as chains, wires, cables or straps, could link, entrain or capture beams to their mounting sockets or chassis rails.

In practice, such restraint ties could be fitted at opposite beam ends - to couple with respective sockets. A secondary, lower-set, socket pair could be provided to allow (redundant) beam 'parking' within a chassis well between rails.

When deployed, transverse beams could sit with opposite ends in respective (upper) socket pairs, with their top edges generally above those of the longitudinal chassis rails.

Upon removal or demounting from sockets, beams could hang from restraint ties, to lie within a well between chassis rails, below their upper edges. +++

Embodiments

There now follows a description of some particular embodiments of the invention, by way of example only, with reference to the accompanying diagrammatic and schematic drawings, in which:

Figures 1A through 9 depict embodiments of the invention configured for weight reduction - by omission of structure such as corner end posts and simplification of residual fittings, such as lateral restraints and transverse load support deck beams.

Figures 1 A and B show perspective views of a flatrack, according to the present invention, in erect, laden and unladen configuration.

More specifically, Figure 1 A shows a perspective view of an erect flatrack laden with logs or pipes.

Figure 1 B shows the erect flatrack of Figure 1A unladen - with one (forward) set of retractable ground support legs deployed. Figure 2 shows a side elevation of the unladen flatrack of Figure 1 B.

Figure 3 shows a perspective view of the flatrack of Figure 1 B in collapse-folded configuration.

Figure 4 shows a side elevation of the collapse folded flatrack of Figure 3.

Figures 5A and 5B show top plan views of the flat- racks of Figures 1 B and 3, respectively in erect and collapse-folded form.

More specifically, Figure 5A shows a top plan view of an erect, unladen flatrack of Figure 1 B.

Figure 5B shows a top plan view of a collapse-folded flatrack of Figure 3.

Figures 6A and 6B show (forward) end elevations of the erect flatrack of Figure 1 B, with end wall, lateral restraints and end ground legs deployed.

More specifically,

Figure 6A shows an exterior end elevation of the erect end gate of Figure 1 B. Figure 6B shows an interior end elevation of the erect end gate of Figure 1 B - with and without internal log/pipe cargo.

Figures 7A and B show views of two stacked flatracks of Figure 3. More specifically,

Figure 7A shows a side elevation view of two stacked collapse-folded flat-racks - with transverse load beam upstands and folded end gate upstand internested in under-deck recesses. Figure 7B shows an enlarged end elevation view of two stacked collapse-folded flat-racks of Figure 7A showing transverse deck beam upstand inter-nest between chassis rails. Figure 8 illustrates stanchion spacing for load grouping of either three or four longitudinally spaced loads.

Figure 9 shows a group of three stacked collapse- folded flatracks being loaded onto a trailer.

Mix'n Match Variant Features

Figures 10A through 15 show variant features for selective (mix'n match) incorporation in the embodiments of Figures 1 A through 9 - such as removable transverse deck beams and dog-iegged lateral restraint profile.

More specifically,

Figures 10A through 10C show a variant flatrack configuration respectively erect laden, unladen and collapse-folded for stacking.

More specifically,

Figure 10A shows a perspective view of an erect flatrack laden with logs or pipes.

Figure 10B shows the erect flatrack of Figure 10A unladen.

Figure 10C shows the unladen flatrack of Figure 10B in collapse-folded configuration for compact stacking, storage or transport.

Figures 11 A and 11 B show side elevation detail of a self-locating dog-leg or cranked foot configuration - and attendant flanged longitudinal chassis rail interaction - of a lateral restraint stanchion in the flatrack of Figures 10A through 10C.

More specifically, Figure 11 A shows an 'L'-shaped foot of an erect stanchion sitting upon, and extending somewhat outboard of, the width of a longitudinal chassis rail.

Figure 11 B shows the 'U-shaped foot of the stanchion in Figure 11 A in collapse-folded configuration - to lie within the outer profile of the longitudinal chassis rails.

Although the lateral restraint stanchion is shown upright upon the associated foot, it could be canted or splayed, as with the lateral restrains of Figure 1 B. The bespoke foot fabrication is somewhat more elaborate than the straight profile lateral restraints of Figure 1 B, with attendant cost implications.

Figure 12 shows a side elevation of the laden flatrack of Figure 1OA - to illustrate the under-load access clearance area provided by elevated transverse beams for fork lift truck support tines.

Figures 13A and 13B show a transverse beam pivot mounting for selective elevation and retraction in relation to longitudinal chassis rail top flange. More specifically,

Figure 13A shows an end elevation of a transverse beam resting upon a support bar set into a longitudinal chassis rail top flange and lying somewhat above and orthogonal to that chassis rail. Figure 13B shows a side elevation of the transverse beam disposition of Figure 13A.

Figures 14A through 14C show a variant movable transverse beam arrangement to that of Figures 13A and 13B. More specifically,

Figure 14A shows an end elevation of a free-fitting, mobile transverse beam mounted in a top socket and extending above and orthogonal to opposed longitudinal chassis rails. Figure 14B shows a side elevation of the transverse beam configuration of Figure 14A.

Figure 14C shows a side elevation similar to that of Figure 14B - but with the transverse beam mounted in a sunken socket for compact storage. The movable transverse beams of Figures 13A through 14C are somewhat more elaborate that the fixed transverse beams of Figure 1 B, with attendant fabrication cost and operational considerations.

Figure 15 shows a flatrack of Figures 1OA through 1OC with a set of retractable ground support legs deployed.

Referring to the drawings ...

A (light-weight) flatrack container 10 is of minimal weight consistent with target loading capacity. A compact collapsed mode allows (return-empty)

'flat-pack' stacking, storage and transportation.

Rigidity, freight capacity and unladen weight are balanced considerations for an optimised structure.

A particular solution, depicted in Figure 1 B, employs an open-frame lattice deck 14 supported by twin opposed longitudinal side chassis rails 13.

This particular construction has a tare weight of approximately 4600kg and a gross (laden) capability of approximately 31500kg. Deck

There is no deck panel infill as such, rather longitudinal chassis rails 13 are connected by spaced bracing deck beams 24.

The load being supported by spaced transverse beams 15 with profiled upstands 27.

End Gate

End gate 11 provides load end restraint upon erection, but with collapse-fold stowage between chassis rails 13 to preserve a compact stored form. Such end gate 11 provision is only at a forward end in this example.

Restraint chains 16 are deployed between end gate 11 and chassis rails 13 for retention generally upright upon deck 14, when erect.

Restraint chain 16 routing is outboard of stanchions

12 to allow stanchion 12 fold within deck 14 before end gate 11 over-fold on top. Restraint chains 16 may attach directly to side rails 13 or via outboard wing bracket 18.

Lateral Load Restraint Members

Lateral load restraints or stanchions 12 are configured for; • outboard erection - to retain freight generally within f latrack 10 footprint;

• canted erect disposition; and

• compact collapse in-fold, to lie within deck 14 outer profile between chassis rails 13. Such minimal profile, spaced lateral restraints suit carriage of multiple 'clustered' elongate load elements, such as logs or pipes.

Splayed Stance

Figure 1 B depicts fully-erected lateral load restraint stanchions 12 adopting a splayed stance or outward lean.

This is achieved through relative disposition of inboard bottom end pivot 19 and intermediate travel limit or abutment stop 20 with top flange 21 of an associated longitudinal side rail 13.

Pivot 19 is set somewhat inboard of chassis rail 13 upon a forked mounting bracket 25, to clear chassis

13 until stanchion 12 passes the vertical and lies canted back (outward) somewhat to engage chassis rail 13 top flange 21 - as a travel limit or stop.

Outward splay from bottom to top of lateral load restraints 12 entails a somewhat wider upper than lower span load capacity profile.

This promotes downward load slippage and settlement from top to bottom.

This in turn allows close or snug internesting (and reduced voids) of individual load elements.

Lateral Restraint (In-FoId) Pivot

Inboard pivot 19, inset upon bracket 25 within longitudinal chassis rail 13 depth, allows stanchions 12 to fold inward and lie within overall deck 14 cross- section when not in use.

In-FoId Limit

Stanchion 12 in-fold limit could be set by an abutment (not shown) at outboard or inboard end.

Out-Fold Limit + Latch A lateral restraint 12 out-fold limit could be contrived by direct chassis rail 13 contact and a latch (not shown), such as a spring loaded lock pin (not shown) between restraint 12 and chassis 13 flange 21 to inhibit restraint 12 dislodgement and in-fold. Restraint Length / Span

Lateral restraint 12 length is somewhat less than deck 14 internal transverse span, such that a folded restraint 12 can be accommodated within overall deck 14 cross-section and between opposite longitudinal chassis rails 13.

Lateral Restraint Opposed Pairs

Lateral restraints 12 are disposed in opposed pairs on opposite deck 14 beam sides upon respective opposed longitudinal chassis rails 13. Staggered Longitudinal Disposition

Somewhat mutually staggered longitudinal disposition of paired opposite restraints 12 is necessary to allow in-fold alongside one another. Paired restraints 12 can be disposed alongside permanent transverse deck (bracing) beams 15, set between longitudinal chassis rails 13.

Lateral Restraint Spacing The longitudinal disposition and spacing between lateral restraints 12 can be set to allow intervention of standard fork lift truck tine spacing for optimised (balanced) load support.

The load bed 14 longitudinal span could accommodate multiple (say three or four) grouped longitudinally spaced load element groups, clusters or stacks - as depicted in Figure 8.

Lateral restraint 12 groupings could address corresponding load groups, at least at outer ends, albeit allowing for some sharing in-between.

Transverse Load Support Beams

Transverse load support beams 15 provide a clearance area for fork lift truck support tines.

Thus, transverse beams 15 act as spaced load support structures for overlying freight.

A variety of transverse beam 15 profiles and combinations can be adopted.

Thus paired transverse beams 15 set at upper and lower chassis rail 13 depths could be employed. Figure 1 B depicts certain transverse beams 15 with depending downward projections 28 to provide support for load transfer pads or gooseneck tunnels (not shown).

Elevated Load Support An upper beam 15 portion between longitudinal chassis rails 13 could sit somewhat above top flanges 21 , to provide elevated load support clear of the primary deck 14 structure.

A stepped upper beam 15 profile, with upstanding or upwardly protruding mid-portion between recessed or inset ends 26 for longitudinal chassis rail 13 mounting, would allow such elevated load support.

Such elevated load support leaves a marginal throat between deck 14 and load for insertion of fork lift truck tines under a load and above longitudinal chassis rails 13.

A vertically unencumbered, but laterally constrained, load lift can then be undertaken until clear of lateral restraints 12 to allow lateral load withdrawal. Compact Collapse Mode Stacking

For compact collapsed mode stacking, the upstanding transverse beam 15 portions are configured to interfit between the longitudinal chassis rails 13 of an overlying deck 14. A similar internesting consideration applies to the modest upstand (evident in Figures 4 and 7) of a folding end gate 11 in an under deck recess between chassis rails 13.

Longitudinal Span Longitudinal chassis 13 span can be extended (at one or both ends) for greater load length capacity, yet capture, handling and stacking fittings 22 set at a standard span.

Figure 1 B depicts corner end fittings 22 at a forward end alongside end gate 11 and somewhat inset (by say 0.8m) fittings at the opposite (rearward) end.

Standard Span Fittings

Thus, say, a some 13 metre overall deck 14 span could use 40 foot (12.2m) standard fittings 22. An even greater span differential between fittings and deck could be contrived by inset of fittings (by say 1 m) at both deck ends.

Multiple span fittings 22, as taught in the Inventor/ Applicants' cases ***** and AU739977 could be adopted. Load Grouping

Load elements cut to common length could be clustered in common groups - say some x3 groups of 4 metres, or x4 groups of 3 metres. Lateral restraints 12 are disposed accordingly between load groups for evenly distributed load engagement - as depicted in Figure 8.

Retractable Ground Struts

Retractable ground struts or legs 17 are fitted - conveniently in cross-linked opposed pairs.

Retraction and extension is upon a rotary cross-tube carrying an inboard end of a strut or leg 17.

Diagonal Strut Brace

A (releasable) diagonal brace is fitted between strut or leg 17 outboard end and longitudinal chassis rail

13.

Deployed strut 17 span or track stance extends beyond deck 14 chassis 13 transverse span.

This affords lateral stability in (un)loading. Roller (Un)Loading Guidance

The open lattice structure described is compatible with known roller guidance provision for trailer (un)loading.

Such lateral roller guidance 23 for (un)loading a collapsed deck 14 upon a trailer or carriage is indicated in Figures 6A and B.

Thus, trailer mounted lateral rollers (not shown) at opposite deck sides engage side flanges 23 of deck 14 longitudinal chassis rails 13. Selective Incremental Deck Stacking

Ground strut 17 extension allows an overlying stacked deck 14 to release an underlying deck 14 upon a trailer - as shown in Figure 9. Trailer insertion /withdrawal beneath an elevated stack, with selective deck 14 leg 17 deployment for overlying stacked deck 14 support, allows underlying deck 14 release to trailer support. A stack can thus be (un)loaded incrementally from beneath, taking the lowermost decks 14 in turn and supporting the stack with legs 17 of a deck 14 immediately above that to be released or introduced.

Variant flat-rack features are illustrated in Figures 10A through 15.

Stanchion Foot Profile

Figure 10B depicts lateral load restraints or stanchions 1 12 with cranked, off-set, dog-leg or 'U- shaped feet 115 - detailed in Figures 11 A and 11 B. Such a footprint 115, allows the bulk of stanchion

112 to sit 'side-saddle' (or astride) longitudinal deck 114 beams or chassis rails 113.

This configuration allows maximum internal capacity or load/freight 111 volume. A canted or splayed otherwise upright stanchion 112 stance could be adopted.

Again, stanchion 112 pivot or hinge 116 carriage or mounting 117 is upon inner upright side wall of longitudinal deck beam 113. Selective Deployability

Selectively deployable stanchions 112 can suit loading and intervals between load groupings.

Stanchion Mobility

A longitudinally movable stanchion 112 to chassis rail 113 mounting - such as a sliding clamp (not shown) - would allow selectively adjustable stanchion 112 disposition upon side rails 113. Re-locatable Transverse Beams

Re-locatable (transverse) deck beams 120, shown in Figures 13A through 14C, provide a clearance area 121 for fork lift truck support prongs. Thus, transverse beams 120 act as spaced load support structures for overlying freight 111.

For a compact flatrack 110 stacking mode, transverse beams 120 are re-locatable within longitudinal chassis rails 113 when not in use. Lift-up and out deck beams 120 may hang upon suspension chains or restraint ties 122 between longitudinal deck beams or chassis rails 113.

Beam (Surface) Profile

Generally flat or complementary conformal profiled (eg scalloped) transverse deck beam 120 (upper edge) profiles may be employed.

Support Mounting

Figures 13A and 13B show a transverse beam 120 resting upon support bar 123 - itself extending between and within the height of longitudinal chassis rails 113.

Support bar 123 may be fixedly secured to chassis rails 113 by mounting 124.

In contrast, transverse beam 120 is secured to chassis rails 113 by a hinge or restraint tie 122.

Restraint tie 122 allows transverse beam 120 location upon support bar 123 - to provide a raised support platform 120 and intervening access area 121 for fork lift truck tines. It also allows transverse beam 120 re-location to within the outer profile of the longitudinal chassis rails 113 when not in use - to maintain minimal stacking profile. Socket Mounting

Figures 14A through 14C show alternative socket 125, 126 mounting of transverse beam 120.

Thus, instead of merely resting upon a support bar 123, transverse beams 120 may be located within upper sockets 125, secured to inner web faces of longitudinal chassis rail (I-beams) 113.

Socket 125 profile is conveniently kept within the outer profile of the longitudinal chassis rails 113. However, socket 125 depth is such that transverse beams 120 extend beyond outer edges of chassis rails 113 when located within upper sockets 125.

Restraint Ties

Restraint ties 122, such as chains, wires, cables or straps, could link, entrain or capture transverse beams 120 to their mounting sockets 125, 126 or chassis rails 113.

In practice, such restraint ties 122 could be fitted at opposite beam 120 ends - to couple with respective sockets 125, 126.

Beam Parking

A secondary, lower-set, socket pair 126 could be provided to allow (redundant) beam 120 'parking' within a chassis well between rails 113. When deployed, transverse beams 120 would sit with opposite ends in respective (upper) socket pairs 125, with their top edges generally above those of the longitudinal chassis rails 113.

Demounted from sockets 125, beams 120 hang from their restraint ties 122, within a well between chassis rails 113, below their upper flanges.

Retractable Ground Support Legs Or Struts

Figure 15 shows a retractable ground support leg or strut 130, deployable to allow incremental stacked (un)loading by ground support of stack from intermediate (one up from bottom of stack) flat rack 110 while lowest flat rack 110 moved upon trailer.

Mix & Match

Features set out herein may be selectively mixed and matched - albeit it is not feasible to describe every possible combination or permutation.

Component List

1 0 flatrack

1 1 end gate

12 lateral load restraint/stanchion

1 3 longitudinal chassis rail

14 deck

15 transverse load support beam

1 6 end gate restraint chain

17 ground support leg

18 wing bracket

1 9 bottom pivot

20 abutment stop

21 top flange

22 capture fittings

23 roller guidance

24 bracing beam

25 forked mounting bracket

26 recessed end

27 profiled upstand

28 downward projections

1 10 flatrack

1 1 1 freight

1 12 stanchion

1 13 longitudinal chassis rail

1 14 deck

1 15 stanchion foot

1 16 hinge

1 17 mounting

120 transverse deck beam

121 clearance area

122 restraint tie

123 support bar

124 mounting

125 upper socket

126 lower socket

130 support leg

Claims

1 . {Chassis lnternesting Upstand}

A flat-rack container (10) with a lattice frame deck (14) of opposed longitudinal chassis rails (13) and intervening transverse beams (15) with load support upstands (27) configured to sit between chassis rails to allow internested chassis stacking, with juxtaposed chassis rails.

2. {Movable Lateral Restraints}

A flat-rack container of Claim 1 , with inward folding lateral load restraint posts (12) movably mounted upon longitudinal chassis rails selectively either to project outboard therefrom, or sit within the deck outer profile, between chassis rails.

3. {(Re)Movable Transverse Beams}

A flat-rack container of any preceding claim, with (re)movable transverse beams coupled between chassis rails and selectively deployable either as load support upstands therefrom or retractable within the deck outer profile between chassis rails.

4. {Extended Deck Span}

A flat-rack container of any preceding claim, with a longitudinal deck span extending beyond capture and handling fittings.

5. {Multiple Span Handling Fittings}

A flat-rack container of any preceding claim, with multiple grouped capture and handling fittings, set at multiple differential standard spans.

6. {Lattice Frame}

A lattice frame flat-rack container with longitudinal chassis rails bounding a deck, and (re)movable lateral restraints deployable therefrom.

7. {Illustrated Embodiments}

A flat-rack container, substantially as hereinbefore described, with reference to, and as shown in, the accompanying drawings.