Abstract:
A liner for a transverse trough of a coil-transport railway car for cushioning a coil and for preventing lateral creep of the load during transport. Each sloping wall of a transverse trough is lined with at least one liner to prevent lateral creep in both transverse directions. Each liner is comprised of a horizontal bottom base or support layer, from which upwardly project a plurality of spaced-apart, flexible fingers or ribs. The fingers or ribs of the liner of the invention may be oriented leftward or rightward in direction of cant, and oriented such as to face or incline toward the centerline of the transport vehicle, and behave or act as leaf springs. When the load of coil is placed onto the liner of the present invention, the fingers thereof serve as the load-bearing surface, and bend or deflect in accordance with the weight of the load, to thereby support the load of coil. In addition, those remaining fingers or ribs not deflected by the load and immediately adjacent to the coil at either end, act as leaf springs to resist any side-to-side, lateral movement of the roll or coil, as would otherwise occur due to vibration and shock imparted during transport.

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     The present application is a division of application Ser. No. 12/333,605, filed on Dec. 12, 2008, and now U.S. Pat. 7,972,098, is a continuation-in-part of application Ser. No. 11/945,370, filed on Nov. 27, 2007, and now U.S. Pat. No. 7,815,404. 
    
    
     BACKGROUND OF THE INVENTION 
     The present invention is directed to a cushioning and securement pad or liner that protects and retains rolled coils of metal, or other material, and other rolled materials and cylindrical objects, during over-the-road transport in a transversely-oriented coil-carrying railroad car, or other transport vehicle. 
     Many products are manufactured from flat materials that are coiled into large rolls or coils. These coiled products are generally produced a great distance from the end-user&#39;s location, and, therefore, must be transported long distances. Often these coiled products are transported via rail, and are subjected to the stresses, shocks and vibrations associated with this mode of transportation. Additionally, these coiled products are often fragile, in that the surface-finishes and desired quality are in their final form, ready and waiting for direct fabrication into parts or end-products. This quality of the coil material is often damaged from the stresses and strains of transport, and must be protected. 
     The coiled products are typically loaded and placed in troughs or recesses of railway cars, or other similar transport vehicles, utilizing a transverse orientation; that is, the longitudinal axis of the cylindrical-shaped coil is oriented ninety degrees from the longitudinal axis, or center line, of the transport vehicle and parallel to the wheel axles. This type of loading scheme allows for more efficient loading of the coils than does in-line, or longitudinal, loading. However, during transport, the vibrations and shocks encountered may cause the transported cylindrical objects to “walk” or migrate within the trough, or move from side to side, or to collect on one side of the transport vehicle. Owing to the fact that the loaded coils are very heavy, such can cause the transport vehicle to become unbalanced and, in some cases, tip to one side. In some cases, this tipping of the transport vehicle may become dangerous and lead to the vehicle&#39;s tipping over and causing an accident. 
     Many and variegated prior-art techniques and methods have been attempted to address the above-mentioned problems. Included among these are lining the troughs with conveyor belt, wood, and various rubber or plastic surfaces or shapes in order to protect, prevent and limit movement of the coiled products from their loaded positions. However, none of these prior-art options has proven to be safe and effective. Currently-used methods retain the loaded cylindrical objects or coils in position with loose dunnage that is placed in, and occupy the majority of, the vacant space in the transverse trough of the railway car, or other transport vehicle. Due to the variability of load-sizes and the sometime lack of availability of dunnage material, this prior-art method is not a desirable solution for the securement of these loads. 
     The liner of the present invention solves all of the above-mentioned drawbacks and insufficiencies of the prior-art methods, and resists the movement of the coils or other cylindrical objects during transport, as well as cushioning them, thus maintaining the original loaded position thereof and preserving the loaded balance of the vehicle during transport. 
     SUMMARY OF THE INVENTION 
     It is the primary objective of the present invention to provide a liner for use in a transverse coil-mounting trough of a railway car, or other transport vehicle, that maintains during transport the position of coils, rolls and other cylindrical objects when loaded onto the transversely-oriented troughs. 
     It is also a primary objective of the present invention to provide such a liner that cushions and retains in place in the trough, the coils, rolls , and other cylindrical objects during transport, and minimizes damage to the load during transport from shock and vibration. 
     In accordance with the present invention, the liner of the invention is comprised of a horizontal bottom base or support layer from which upwardly project a plurality of spaced-apart, flexible fingers or ribs that are canted at an angle from between 15 degrees to 90 degrees with respect to the horizontal. The fingers or ribs together with the base layer are unitized or arranged into an assembly, or a molded into a unit, that is mechanically or chemically fastened to the interior load surfaces of a transverse trough of a railway coil car, or similarly configured conveyance for cylindrical objects. The fingers or ribs of the liner of the invention may be oriented leftward or rightward in direction of cant, and oriented such as to face or incline toward the centerline of the transport vehicle, and behave or act as leaf springs. When the load of coil is placed onto the liner of the present invention, the fingers thereof serve as the load-bearing surface, and bend or deflect in accordance with the weight of the load, to thereby support the load of coil. The resistance to bending of the fingers provides cushioning to the coil, and offers a “live” suspension system for the load. This “live” suspension may originate either from a partial deflection of spring fingers, or, when the fingers are made from a flexible conformable material, such as polyurethane, the material itself with the fingers fully deflected will offer a spring action and protection from shock and vibration. In addition, those remaining fingers or ribs not deflected by the load and immediately adjacent to the coil at either end, act as leaf springs to resist any side-to-side, lateral movement of the roll or coil, as would otherwise occur due to vibration and shock imparted during transport. The return-biasing resistance or force imparted by the bending of the finger of the liner of the invention is generally sufficient to overcome the force imparted by shock and vibration during transport, thus maintaining the centerline-positioning of the coil, roll, or other cylindrical object, in the trough. In a preferred embodiment, the material and structure of the fingers impart an ever-increasing resistance or return-biasing force to movement when a greater degree of deflection is experienced. Also, in a preferred embodiment of the invention, the fingers or ribs are close enough in proximity to each other such that, if the initially contacted rib or finger is sufficiently deflected, such will contact the adjacent rib or finger, which adjacent rib or finger will also resist the horizontal force tending to cause transverse movement of the coils, thus providing additional and increased resistance when increased horizontal force is applied. The base layer of the liner material to which the bottom ends of the ribs are attached is preferably reinforced, such base layer being a composite structure utilizing a reinforcing material, such as woven or non-woven carbon, glass or other fiber that are incorporated into the base structure of the liner which will eliminate stretch or movement of the liner under load. Additionally, this composite construction provides structure facilitating the attachment of the liner to the vehicle, such as chemically, adhesively or by use of mechanical fasteners. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWING 
       The invention will be more readily understood with reference to the accompanying drawing, therein: 
         FIG. 1  is a partial side plan view of a first embodiment of the trough-liner of the invention depicting a coil or other rolled object supported thereon for cushioning and for maintaining the coil from sideways creep; 
         FIG. 2  is a partial side plan view of the first embodiment of the trough-liner of the invention in its natural, unloaded state without a coil or other rolled object supported thereon; 
         FIG. 3  is a partial side plan view of the first embodiment of the trough-liner of the invention depicting a coil or other rolled object supported which coil or other rolled object has begun to creep to one lateral side during transport, with the slanted flexible ribs of the trough-liner of the invention preventing the coil from any undue and excessive sideways creep; 
         FIG. 4  is a partial side plan view of a second embodiment of the trough-liner of the invention depicting a coil or other rolled object supported thereon for cushioning and for maintaining the coil from sideways creep; 
         FIG. 5  is a partial side plan view of the second embodiment of the trough-liner of the invention in its natural, unloaded state without a coil or other rolled object supported thereon; 
         FIG. 6  is partial side plan view of the second embodiment of the trough-liner of the invention depicting a coil or other rolled object supported which coil or other rolled object has begun to creep to one lateral side during transport, with the slanted flexible ribs of the trough-liner of the invention preventing the coil from any undue and excessive sideways creep; 
         FIG. 7  is a partial side plan view of a third embodiment of the invention shown in an unloaded condition, and in which the flexible ribs are spaced farther apart with each rib being provided with a vertical cut or groove formed therein to increase flexibility; 
         FIG. 8  is a partial side plan view of the third embodiment of the invention shown in a loaded condition, in which the flexible rib is forced horizontally by the load; 
         FIG. 9  is a partial side plan view of the third embodiment of the invention shown in a loaded condition, in which a flexible rib thereof is forced backwardly in order to resist lateral creeping or walking of the load thereon; 
         FIG. 10  is a partial side plan view of a fourth embodiment of the invention shown in an unloaded condition, and in which the flexible ribs are spaced apart and which is provided with a series of vertically upstanding stops, where one vertically-oriented stop is located between a pair of flexible ribs; 
         FIG. 11  is a partial side plan view of the fourth embodiment of the invention shown in a loaded condition, and in which a flexible rib thereof is forced backwardly in order to resist lateral creeping or walking of the load thereon; 
         FIG. 12  is a partial side plan view of the fourth embodiment of the invention shown in a loaded condition, in which a flexible rib is forced horizontally by the load for contact of the rib against a vertically upstanding stop; 
         FIG. 13  is a side plan view of a railway car incorporating the trough liners of the invention in its plurality of troughs; 
         FIG. 14  is a cross-sectional view taken along line  14 - 14  of  FIG. 13 ; 
         FIG. 15  is an enlarged view of  FIG. 14  showing the use of two liners for each sloping side wall of each transverse trough so that resistance to lateral movement of a load is provided; 
         FIG. 16  is a partial side view of a fifth embodiment of the invention shown in an unloaded condition, and in which contains a series of spaced-apart, sloping flexible ribs each having an upper bent end-portion; 
         FIG. 17  is a front view thereof of the embodiment of  FIG. 16 ; and 
         FIG. 18  is a detailed partial side view of a spaced-apart flexible rib of the embodiment of  FIG. 17 . 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring now to the drawings in greater detail, there is shown in  FIGS. 1-3  a first embodiment of the trough-liner  10  for use in cushioning and maintaining coils and rolled objects in a transverse trough of a railway car or other transport vehicle in accordance with the invention. Each liner  10  lines half of the length of a sloping wall of a trough  12  located in a railway-car interior, which trough may extend substantially along the entire lateral width of the railway car for holding and retaining a coil, roll, or other cylindrical object, such as rolled steel coil  14 , in a manner as seen in  FIG. 13 . There are provided many such transverse troughs arranged in parallel in the railway car from the front thereof toward the rear thereof, where each trough supports one coil or roll in the middle or center thereof, approximately midway between the sill side walls of the railway car. Each of the transverse troughs  12  ( FIG. 13 ) is oriented in the interior of the transverse-coil railway car such that it supports and retains a coil in a transverse position where the rotary axis of the coil is parallel to the axles of the railway car and transverse to the center-line or longitudinal axis of the railway car. The trough is typically of sufficient depth in order to prevent the coil from forwardly or rearwardly rolling out of the trough due to inertia during deceleration and acceleration. However, torques and vibrations generated during transport tend to cause the coils to “walk” or creep away from the centerline of the railway car and centerline of the trough in either of the two transverse directions perpendicular to the direction of travel of the railway car. In order to prevent this sideways or lateral walking or creeping of the coil within the trough, the trough-liners  10  of the present invention are employed, which trough-liners of the invention not only inherently provide cushioning of the coil in the trough, but also inherently prevent sideways movement of the coil within the trough away from the centerline of the trough, in the manner described hereinbelow. Each trough  12  is provided with four such liners  10  of the invention, two for each of the sloping walls  12 ′,  12 ″ of the transverse trough as described hereinbelow in greater detail. 
     The trough liners  10  provide cushioning to a coil-load and preferably are made of a spring steel, flexible plastic, elastomer such as rubber, polyurethane, thermoplastic elastomer (TPE), thermoplastic rubber (TPR), thermoplastic polyurethane (TPU), or the like, preferably in the hardness range of between 40 Shore A through 75 Shore D, although different hardness ranges are contemplated. Each trough liner  10  consists of a base or mounting layer  18  that is reinforced with a composite structure of woven or nonwoven carbon, glass, or other fibers, which eliminates stretch and movement of the liner in the trough under load conditions. Therefore, base layer  18  is an inflexible composite structure resisting horizontal stretching or displacement thereof and thus the trough liner itself, and provides integrity for the position of the flexible ribs  18  as described hereinbelow. The base layer may be adhered to a wall of a transverse trough of a transverse-coil railway car by using a chemical adhesive, which adhesives would vary dependant on the composition of the primary material and the composite base material, such being apparent to one of ordinary skill in the art. However, the preferred embodiment is to encapsulate the base layer by “casting” or molding the base layer into the primary material of which the flexible ribs are made, which primary material permeates into the composite material. The composite material may be treated with wetting agents, adhesion promoters, other materials or treatments such as high energy corona treatment, and the like, to facilitate adhesion and the permeation of the composite base material by the primary material, as would be obvious to one of ordinary skill in the art. Of course, other conventional methods may be used for bonding or affixing the liner to a trough-wall. 
     Projecting upwardly from the base layer  18  are a series of flexible ribs or fingers  20 , which under load-conditions flex or bend downwardly as shown in  FIG. 1 . While just a few such flexible ribs have been shown, it is to be understand that as many as required are provided in accordance with the size of the load being supported and transported, as seen in  FIG. 14 . Each rib element  20  projects at an angle with respect to the base layer of between 15 and 90 degrees depending upon the anticipated required resistance to creep of the coil in the trough. For an anticipated least-expected creep, the angle of the ribs with respect to the base layer may be closer to 15 degrees. As can be seen in  FIG. 1 , under load conditions, the coil  12  rests upon some of the angled ribs  20 , which loaded ribs are deflected downwardly to thereby cushion the load. If, during transport, the coil is caused to move or walk laterally, the unloaded ribs adjacent the loaded ribs prevent this walk or creep by contacting against the side face of the coil, as seen in  FIG. 1 . Since these unloaded ribs are sloping, when the coil abuts against the first unloaded rib during creep, the unloaded rib is forced to straighten up, which thereby causes the unloaded finger to provide an ever-increasing counter-biasing force to the walk or creep of the coil. This counter-biasing force is further increased or enhanced by contact of the thus-straightened first unloaded rib against its immediately-adjacent second rib that is also unloaded, whereby the coil must overcome the combined counter-biasing forces of the first and second unloaded ribs. Even if the forces causing creep were enough to overcome the counter-biasing forces of the first and second unloaded ribs, further creep would cause the coil to cause the second unloaded rib to abut against the immediately-adjacent third unloaded rib, whereby the additional counter-biasing force to the creep is provided as shown in  FIG. 3 . Thus, the flexible ribs  20  resist lateral movement of the load with increasing resistance with increasing displacement by the counter-biasing thereof during the reverse bending and deflection caused by the coil-creep. 
     The flexible fingers or ribs  20  may be either left-oriented or right-oriented. In  FIGS. 1-3 , the ribs are shown as right-oriented, meaning they slope toward the right when viewing  FIG. 2 . What is important is that the flexible ribs or fingers  20  slope such that when each liner  10  is in use and mounted to a wall  12 ′,  12 ″ of a trough  12  ( FIG. 13 ), they slope toward the centerline of the railway car and away from the transverse side walls or side sills of the railway car, in order that the ribs bias the coil back toward the center of the railway car and away from the laterals sides, as shown in  FIG. 3 . Thus, the very same liner  10  shown in  FIG. 2  that is shown as right-oriented, if rotated 180 degrees, will provide a liner with ribs that are left-oriented. Thus, depending upon which side of the centerline of the trough the liner is affixed, the liner  10  is so oriented such that each liner biases the coil toward the center of the railway car and away from the side sills when sideways creep of the coil occurs during transport. As can be seen in  FIG. 15 , each wall  12 ′,  12 ″ of a trough  12  is lined with two liners  10  of the invention, whereby a total of four liners  10  are used for each trough. Thus, there are two liners  10  affixed to each of the walls  12 ′, 12 ″. One liner  10 , of the two affixed to the same respective side wall  12 ′ or  12 ″ of the trough on one lateral side of the centerline of the railway car and trough is right-oriented, while the other liner  10  affixed to the same respective side wall  12 ′,  12 ″ on the other lateral side of the centerline is left-oriented, in order that all of the ribs or fingers  20  of the both liners  10  face or slope toward the centerline of the railway car and trough. This ensures that, regardless of the direction of transverse creep of the coil, the liners  10  will provide the necessary biasing force toward the centerline of the railway car in order to restore the coil to its centered, neutral position, while all liners  10  continue to provide proper and necessary cushioning of the load during transport. 
     In another embodiment where cushioning is not critical for the protection of the load during transport and the resistive force required to counteract transverse creep is not as great, only one side or surface of the trough may be lined. Thus, there be utilized two liners installed on just one wall of the trough with the ribs oriented left and right toward the center as described above. 
     Referring now to  FIGS. 4-6 , there is shown a second embodiment  10 ′ of the trough liner of the invention. The trough liner  10 ′ has a base layer  10 ″ similar to the base layer  18  of the liner  10  of the first embodiment of  FIGS. 1-3 , and provides the structural integrity to the liner  10 ′ as well as securing the liner to the wall of the trough, as described hereinabove. The trough liner  10 ′ is provided with a series of flexible ribs or rib members  24 , each of which defines a first, flexible angled section  24 ′ and a second, horizontal stationary mounting section  24 ″ from which projects the first, flexible angled section  24 ′. While just a few such flexible rib members have been shown, it is to be understand that many are provided in accordance with the size of the load being supported and transported. The second, stationary section is formed integrally with the base layer  10 ′, in the manner described hereinabove with regard to the first embodiment. The first, flexible angled section  24 ′ flexes in a vertical plane as compared with the horizontal stationary mounting section  24 ″, so that when a coil-load is placed thereon, the angled sections  24 ′ flex downwardly, as seen in  FIGS. 4 and 6 , until the undersurface  26  of the flexed angled section abuts against the upper horizontal surface  28  of the second, horizontal stationary mounting section  24 ″ of the immediately adjacent to the flexed angled section  24 ′, in order that the load be adequately cushioned during transport. In order to increase the flexibility of each flexible angled section  24 ′, each horizontal stationary mounting section  24 ″ is provided with a reduced-thickness portion  30  immediately adjacent to a flexible angled section  24 ′ of the immediately preceding flexible rib  24 , as seen in  FIGS. 4-6 . In this embodiment, owing to increased return-biasing forces, when the load tends to creep laterally during transport, the load need only contact against one unflexed angled section  24 ′ in order to prevent lateral creep of the load toward the sides of the railway, as seen in  FIG. 6 . This increased biasing force arises from the fact the associated horizontal stationary mounting section  24 ″ is relatively thick, thus causing increased resistance and stiffness to the reverse bending of its associated angled section  24 ′. Thus, the forward flexing of the angled sections  24 ′ provide the necessary cushioning and support of the load thereon, while the reverse flexing thereof provides ever-increasing resistance to creep or walk of the load therealong. The trough liner and associated parts are made of the same material as described above with reference to the first embodiment of  FIGS. 1-3 . 
     In one version of the second embodiment of  FIGS. 4-6 , in an unloaded state, the thickness of the elastomeric first, flexible angled section  24 ′ may be between 3/32-¾ of an inch, while the spacing between adjacent first, flexible angled section  24 ′ is between ¼-4 inches. In addition, the vertical distance from the upper horizontal surface  28  of the second, horizontal stationary mounting section  24 ″ to the upper horizontal surface  27  of the first, flexible angled section  24 ′ is between ¼-4 inches. The angle formed by the sloping flexible angled section  24 ′ with the respect to the horizontal surface  28  may be between 45-90 degrees. All of these dimensions are given only by way of example, and are not meant to be limiting in any manner. 
     Referring now to  FIGS. 7-9 , there is shown a third embodiment  40  of the trough liner of the invention. For purposes of clarity, only one flexible rib  42  is shown and depicted, it being understood that the trough liner  40  is provided with many such flexible ribs  42 . The trough liner  40 , in addition to a series of flexile ribs  42 , also has a base layer  44 , similar to the base layers  18  and  10 ″ of the first and second embodiments, respectively, and is made of the same material and of the same structure, as described hereinabove. Each flexible rib element or member  42  is similar to the flexible rib elements or members  20  of the first embodiment, except that each rib  42  of the third embodiment is provided with vertical slot or notch  42 ′ formed therein, which divides the rib  42  into a first, inward-facing portion  44  and a second outward-facing portion  46 . The ribs  42  are forced downwardly against the upper surface  50 ′ of the horizontal section  50  of the trough liner from which project the flexible ribs  42 . When a load is placed on a rib  42 , it is flexed downwardly against a portion of the upper section  40 , as seen in  FIG. 8 , which upper section serves as a limit stop to further movement thereof, whereby the load is cushioned and supported on a plurality of ribs  42  during transport. The ease of flexing each rib  42  is enhanced by use of the vertical slots  42 . However, these very same slots of grooves  42  also provide increased resistance or counter-torque when the rib  42  is reverse biased when the load experiences lateral creep during transport, since the inward-facing portion  44  abuts against the stiffened, thick outward-facing portion  46 , as shown in  FIG. 9 , in the manner similar to that described above with respect the second embodiment of  FIGS. 4-6 , whereby creep or walk of the load is prevented. 
     Referring now to  FIGS. 10-12 , there is shown a fourth embodiment  60  of the trough liner of the invention. For purposes of clarity, only one angled flexible rib  62  is shown and depicted, it being understood that the trough liner  60  is provided with many such flexible ribs  62 . The trough liner  60 , in addition to a series of flexile ribs  62 , also has a base layer  64 , similar to the base layers  18 ,  10 ″ and  44  of the first, second and third embodiments, respectively, and is made of the same material and of the same structure, as described hereinabove. Each flexible rib  62  consists of an upper angled flexible rib portion  66  which projects upwardly at an acute angle from lower vertical stiffened portion  68 . The lower portion  68  transitions into the upper angled flexible rib portion  66  at the upper end of the lower portion via a thickened upper curved portion  68 ′, which provides stiffening to the reverse flexing of the upper flexible rib portion  66 , when the load experiences lateral creep during transport, since the inward-facing portion  44  abuts against the stiffened, thick outward-facing portion  46 , as shown in  FIG. 11 , in the manner similar to that described above with respect the second and third embodiments of  FIGS. 4-6 , and  5 - 7 , respectively, whereby creep or walk of the load is prevented during transport. 
     The upper flexible rib portion  66  of each rib flexible rib  62  is pivoted downwardly, when viewing  FIG. 10 , until contacting a plurality upstanding, stationary stop-elements  70  projecting upwardly from the upper surface of the base layer  64 . Each flexible rib portion, when fully loaded by a coil, is flexed until contact of the undersurface thereof  72  abuts against the upper ends of the plurality of stop-elements  70 , upon which the flexible rib portion  66  assumes a horizontal position or orientation, when viewing in  FIG. 12 , in order to prevent excessive bending of the upper flexible rib portion  66  during load-conditions, in order to prevent excessive strain thereon which might lead fatigue, and also in order that each flexible rib portion  66  supports the load in a plane substantially parallel to the trough wall surface. It is noted that a series of three or more stop-elements  70  are provided forward of each upper flexible rib  62  along the length of the liner  60 . The stop-elements offer lower compressive resistance, whereby greater cushioning of the load is provided if needed. 
     Referring now to  FIGS. 16-18 , there is shown a fifth embodiment  80  of the of the trough liner of the invention. The trough liner  80  has a base layer  80 ′ similar to the base layer  18  of the liner  10  of the first embodiment of  FIGS. 1-3 , and provides the structural integrity to the liner  80  as well as securing the liner to the wall of the trough, as described hereinabove. The trough liner  80  is provided with a series of flexible ribs or rib members  84 , each of which defines a first, flexible angled or sloping main section  84 ′ and a second, upper, bent end or sloping section  84 ″ which defines a slope greater or steeper than the slope of the main section  84 ′, as seen in  FIGS. 16 and 18 . While just a few such flexible rib members have been shown, it is to be understand that many are provided in accordance with the size of the load being supported and transported. The first, flexible angled or sloping section  84 ′ flexes in a vertical plane as in the embodiment of  FIG. 1 , so that when a coil-load is placed thereon, the angled or sloping sections  84 ′ flex downwardly, until the bent ends  84 ″ abut against the rear surfaces  88  of the immediately adjacent rib, in order that the load be adequately cushioned during transport. 
     In the embodiment of  FIGS. 16-18 , each rib  84  is provided with a relatively larger-radius outer transition region  90  and a relatively larger-radius inner transition region  90 ′ that connect the main sloping section  84 ′ with the bent end  84 ″, so that there is provided a relatively larger surface upon which a load rests during transport, which results in a greater loaded surface that reduces contact pressure, thereby offering greater protection for critical load-surfaces and outer packaging materials, as opposed to the more tangential load-bearing characteristics of the previous described embodiments, during the support of lighter loads. In addition, the embodiment of  FIGS. 16-18  offers additional increased resistance to the lateral movement of the load as compared to the previous embodiments, owing to the greater sloped upper bent end-sections  84 ″, while still maintaining the same softness or resistance in the loaded state, where a rib is deflected or pivoted downwardly for contact against the back of an adjacent rib, in contrast to a tangential contact with the rounded edge of the fin of the previous embodiments during the support of lighter loads. This embodiment may be used, therefore, for all types and weights of loads, but has especial usefulness and relevance for lighter loads where the previous embodiments do not generally allow of the full deflection of the ribs during the support of lighter loads. In the previous embodiments, when a light load is supported, it does not fully deflect the supporting ribs, which results in a less effective retention of the load, since only edge-wise contact or tangential contact between the ribs and the load results. This results in a greater than desired contact surface pressure at the supporting edge-surface contacts of the ribs with the load, potentially damaging the load and its protective packaging material. Thus, for lighter loads, this embodiment provides a more stable positioning with less potential damage to product and package. 
     The radius of curvature of relatively larger-radius transition regions  90  and  90 ′ that connect the main sloping section  84 ′ with the bent end  84 ″ is preferably in the range of between ¼ inch to and four inches, while the radius of curvature of the rounded tips  92  of each bent end or sloping section  84 ″ is between 3/54 of an inch and ½ inch, to thus also provide a relatively larger surface area where the tip of each rib initially contacts a load, or, for lighter loads, when the load does not cause adequate flexing of the ribs, in contrast to the load-concentrated edge-surface of the previous embodiments during these load-stages. Also, the slope of the main sloping section  84 ′ preferably has an angle of slope of between 45 and 90 degrees to the horizontal. In addition, the spacing of the rib elements  84  is preferably between ¼ inch and four inches, as taken from rear surface  92  to rear surface  92 . It is, of course, to be understood that all of the above-described ranges are given by way of example only, and are not meant to be limiting. 
     While specific embodiments of the invention have been shown and described, it is to be understood that numerous changes and modifications thereof may be made without departing from the scope and spirit of the invention, as set forth in the appended claims.