Patent Publication Number: US-2001000464-A1

Title: Reusable, flexible, liftable and dumpable container system and methods for units of bulk cargo

Description:
CROSS REFERENCE TO RELATED APPLICATIONS  
     1. This application is a continuation-in-part of, and claims priority from, U.S. patent application Ser. No. 09/176,441, filed Oct. 10, 1998, and entitled “Lift-Liner Apparatus With Improved Weight-Carrying Capacity” (the CIP Application); which CIP Application is a continuation-in-part of and claimed priority from parent U.S. patent application Ser. No. 09/971,051, filed Nov. 14, 1997, and entitled “Lift-Liner Apparatus” (the Parent Application), which Parent Application issued on Jun. 27, 2000 as U.S. Pat. No. 6,079,934. This application claims priority from both such Parent Application and such CIP Application. The specification, drawings, and claims of both such Parent Application and such CIP Application are by this reference incorporated in this application.  
    
    
     
       BACKGROUND OF THE INVENTION  
       2. 1. Field of the Invention  
       3. This invention relates to handling bulk cargo, and more particularly to a flexible, reusable, liftable, container-lifter for containing and lifting an integral unit of bulk cargo onto a tiltable bed of a vehicle, wherein the container-lifter has an openable wall that for lifting is closed by releasable lacing and that for dumping the unit may be conditioned for release, wherein, upon tilting of the bed of the vehicle, such container-lifter stays on the vehicle and the unit, whether contained as an integral unit or loose within the container-lifter, moves onto the openable wall and off the vehicle.  
       4. 2. Description of the Related Art  
       5. In the Parent Application, the problems in the prior art were discussed in terms of the transport of cargo. It was said that methods of and apparatus for transporting cargo (or goods) are as varied as the cargo that is transported. The following was also noted. Transporting (or transport) involves moving one or more items of the cargo from one place (point of origin) to another place (destination point). The cargo may be said to be “shipped” or “transported” from the point of origin to the destination point. Methods of and apparatus for transporting cargo (or goods) are as varied as the cargo that is transported.  
       Transport of Bulk Cargo  
       6. When the items of the cargo are loose, such items are not contained for transport by other than the walls or the bottom or the top of the transport vehicle (e.g., a railroad car or a truck) that is used for the transport. Thus, the loose items are not in packages or boxes when they are transported Such loose cargo is said to be transported “in bulk”, and may be referred to as “bulk cargo” or as “bulk goods”.  
       Transport of Bulk Cargo: Hazardous Material Waste Or Radioactive Hazardous Material Waste  
       7. There are regulations controlling many forms of transport. For normal bulk cargo, such as plastic pellets for extruding machines or bulk foodstuffs, the regulations are relatively simple, as compared to regulations controlling the transport of hazardous material waste. Such hazardous material waste may include waste generated during manufacturing operations, such as toxic chemicals, or waste resulting from discarding a product after use, e.g., polychlorinatedbiphenols (“PCBs”) which were in electrical transformers. Although such toxic chemicals and PCBs, for example, are closely regulated at the state and Federal levels, hazardous material waste that is radioactive or that is nuclear waste (“radioactive hazardous material waste”) is even more closely regulated. Such radioactive hazardous material waste includes materials resulting from the manufacture of weapons (e.g., radioactive dirt) and radioactively contaminated demolition debris (e.g., building materials, concrete pillars and beams and scrap steel found, for example, at sites which are being dismantled), and both are forms of bulk cargo. The radioactive hazardous material waste may include radioactive materials that meet criteria as “low level radioactive” radioactive hazardous material waste, which has a radioactivity of two picoCuries. Such control of radioactive hazardous material waste includes:  
       8. (i) complete accountability and documentation for every pound of radioactive hazardous material waste;  
       9. (ii) state licensing of certain containers in which radioactive hazardous material waste is transported, e.g., licensing of intermodal containers (“IMCs”), which includes documenting the transport of such IMCs;  
       10. (iii) Federal, local, and state control of movement of radioactive hazardous material waste at or from a site at which the radioactive hazardous material waste was generated (the “remediation site”);  
       11. (iv) requirements that containers in which radioactive hazardous material waste is transported either not become contaminated with the radioactive hazardous material waste, or that such contaminated containers be decontaminated after use;  
       12. (v) prohibitions against transferring loose (uncontained) radioactive hazardous material waste from one transport container to another, for example, and requiring the radioactive hazardous material waste to be contained within a licensed container prior to and during transfer from one transport vehicle to the next transport vehicle;  
       13. (vi) establishing “exclusionary zones” at sites at which radioactive hazardous material waste is located, defining personal protection levels (PPLs) which vary according to the level of radioactivity of the radioactive hazardous material waste, and requiring that personnel who enter such “exclusionary zones” wear clothing suitable for protecting against injury from the radioactive hazardous material waste (they must be “suited up”) according to the applicable PPL; and  
       14. (vii) prohibitions against allowing loose liquid (“free liquid”) from being transported in other than a special tank car (whether via railroad or truck); for example.  
       15. These and other Federal, local, and state regulations place on the transporter of radioactive hazardous material waste numerous restrictions with which the transporter must comply in transporting the radioactive hazardous material waste. If the point of origin (the remediation site, for example) does not have a railroad spur on-site (i.e., if it is not “rail-served”), such transporting can be “intermodal”, such as via truck (one mode) from the remediation site (the point of origin) to a nearby railroad for long-distance railroad transport (another mode) to the destination point. If the destination point is not rail-served and the licensed container is an intermodal container (“IMC”), for example, the railroad delivers the licensed IMC (which contains radioactive hazardous material waste) to an intermodal railyard near the destination point. At the intermodal railyard, such licensed IMC is taken off the railroad car and put on a truck, for example, for further transport to the destination point, e.g., a storage site for the radioactive hazardous material waste. Such IMC may be moved within the storage site to a “cell” to which the radioactive hazardous material waste from the particular point of origin is assigned for storage.  
       16. The radioactive hazardous material waste is said to be “stored” because the radioactive materials of such hazardous material waste do not decompose in the manner of other hazardous material waste, due to the very long half-life of radioactive materials. Hazardous material waste that does not contain radioactive materials is said to be “disposed of”, or put into a landfill for “disposal”, because it decomposes over a relatively short time period, e.g., a few years.  
       Strong Tight Containers for Transport  
       17. From the standpoint of the licensed container or the railroad car or the other vehicle that is used for the transport of the radioactive hazardous material waste, the transporter must provide a “strong, tight container” (“STC”) in which the radioactive hazardous material waste is contained during every aspect of such transport. Use of such STCs is intended to avoid spilling the radioactive hazardous material waste on the ground during transport, for example, (which would result in creating another hazardous material waste site). Also to be avoided is mixing one load of radioactive hazardous material waste with another load of radioactive hazardous material waste. For example, if a licensed container has not been decontaminated after transporting a first load of one type of radioactive hazardous material waste before being loaded with a second load of another type of radioactive hazardous material waste, the mixing generates a new kind of radioactive hazardous material waste. As described below, the IMC and a related type of transport container, the “sea-land” container (“S/L IMC”), are types of transport containers that states require to be licensed as being suitable for the transport of any hazardous material waste, including radioactive hazardous material waste. On the other hand, as noted below, the standard railroad gondola car used with a suitable liner is exempt from state licensing and may be used on existing railroads for transporting hazardous material waste, including radioactive hazardous material waste.  
       Remediation Sites  
       18. To appreciate other aspects of the transport of hazardous material waste such as radioactive hazardous material waste, the regulatory aspects and characteristics of remediation sites must be understood. For example, the typical remediation site is generally not rail-served. The current cost of building a rail spur to a remediation site is prohibitive. Further, at the time of the Parent Application, substantial amounts of the hazardous material waste at remediation sites, and most, if not all, of the radioactive hazardous material waste at remediation sites, had to be removed from the site for either storage (for radioactive hazardous material waste) or processing to produce non-hazardous waste (for non-radioactive hazardous material waste). As an example, at the Department of Energy remediation site in Fernald, Ohio, there was so much radioactive hazardous material waste that it had been proposed to transport the radioactive hazardous material waste to a distant storage site using seventy car railroad trains. Since the storage facility in Utah noted below was the only radioactive hazardous material waste storage site in the United States which was then rail-served and had rail car roll-over equipment, the volume of radioactive hazardous material waste and the then-current mode of transport placed limitations on where the radioactive hazardous material waste from this remediation site in Ohio could be transported for storage. As another example, at the time of the Parent Application, at the Department of Energy remediation site in Miamisburg, Ohio, there were millions of cubic feet of radioactive hazardous material waste, including such waste in the form of demolition debris to be transported to a distant storage site.  
       19. For a remediation site that is not rail-served, the hazardous material waste or radioactive hazardous material waste that is to be removed from the remediation site cannot be directly loaded into a railroad car, but instead must be transported from the remediation site (as the point of origin) via truck to a railroad line. For radioactive hazardous material waste, since regulation item (v) above prohibits transferring loose (uncontained) radioactive hazardous material waste from one transport container to another after the waste leaves the remediation site, the original loose hazardous material waste or radioactive hazardous material waste at the remediation site must be loaded directly into an STC for transport to the railroad.  
       20. Further limitations relating to such loading include the fact that many remediation sites that are not rail-served are very small relative to the room necessary for moving semi-trailer trucks, for example, into position for being loaded. Therefore, smaller tandem dump trucks are used at such smaller sites. At some remediation sites there is some room available for setting up many strong tight containers so that loading of the hazardous material waste into STCs can be done continuously. In this case, local roll-off containers may be used. The roll-off containers have a twenty by eight foot footprint and are rolled (pulled) onto a roll-off truck from the narrow end. This requires fifty feet of distance perpendicular to the row of roll-off containers for loading and driving the roll-off truck away from the row of roll-off containers.  
       21. Even if the remediation site is rail-served, it is frequently necessary to load semi-trailer trucks and carry the bulk cargo within the remediation site to the railroad car. In that case, one requires one hundred fifty feet of distance perpendicular to the railroad track to move the semi-trailer truck onto a ramp for dumping a load into the railroad car. This problem is increased by the fact that from four to five semi-trailer truck loads are required to fill one gondola car.  
       Sites for Disposal or Storage of Hazardous Material Waste  
       22. To appreciate other aspects of the transport of hazardous material waste, such as radioactive hazardous material waste, the regulatory aspects and characteristics of sites for disposal or storage of hazardous material waste must also be understood. Sites at which hazardous material waste is disposed of (“disposal site”), or at which radioactive hazardous material waste is stored (“storage site”), may be operated by or for the Federal government or be privately owned. The operators of such sites have their own regulations, and those regulations impact the type of container that may be used to transport the hazardous material waste or radioactive hazardous material waste to the site.  
       Idaho National Engineering and Environmental Laboratorv (INEEL)  
       23. In the Parent Application the following was said with respect to the storage of radioactive hazardous material waste at INEEL in Idaho Falls, ID, which is both a remediation site and stores radioactive hazardous material waste generated by INEEL. The INEEL site is not available for storage of radioactive hazardous material waste generated other than at INEEL. INEEL not only prohibits transferring loose radioactive hazardous material waste from one transport container to another at the storage site, but requires that such containers be capable of being stacked at least one on top of one other container. This stacking requirement means that one must be able to lift the container at the storage site and place the container in a stacked position.  
       Nevada Test Site  
       24. In the Parent Application the following was said about the Nevada Test Site in Mercury, Nev. It is operated for the Federal government and accepts radioactive hazardous material waste, provided the radioactive hazardous material waste is not loose or uncontained as with true bulk cargo. Further, the Nevada Test Site is not rail-served. To avoid expensive, single mode, long distance transport of the radioactive hazardous material waste via truck from the remediation site to the Nevada Test Site, e.g., from the Miamisburg, Ohio remediation site, such transport must be intermodal. Long distance intermodal transport of radioactive hazardous material waste by rail involves use of the North Las Vegas “transload” facility. Such facility is not a true radioactive hazardous material waste “transload” facility in that true transload facilities allow bulk (uncontained) cargo to be unloaded from a gondola car, for example, as by an excavator hoe. As noted above, regulation item (v) prohibits such loose unloading of radioactive hazardous material waste. Rather, the North Las Vegas transload facility allows transfer from the railroad to trucks of units of bulk radioactive hazardous material waste in licensed containers.  
       25. Such regulation item (v), and local regulations, also mean that whatever the manner of transport of the radioactive hazardous material waste to the Nevada Test Site, the radioactive hazardous material waste must be in an STC that is capable of being moved upon arrival at the Nevada Test Site. Further, there is no decontamination facility at the Nevada Test Site. Without a decontamination facility, as one example, if a S/L IMC is the strong, tight container used to deliver the radioactive hazardous material waste to the Nevada Test Site, the S/L IMC itself must be “buried” at the Nevada Test Site to achieve storage of the radioactive hazardous material waste. The cost of the S/L IMCs themselves (noted below as $135.00 per cubic yard of radioactive hazardous material waste stored) makes the S/L IMC a very costly mode of storage.  
       26. Without such decontamination facility, and to avoid burying such S/L IMCs which transport the radioactive hazardous material waste to the Nevada Test Site, it was said in the Parent Application that the Nevada Test Site recently started accepting radioactive hazardous material waste that is wrapped in a non-liftable liner, called a “Burrito Wrap”, sold by Transport Plastics, Inc., of Sweetwater, Tenn. The Burrito Wrap liner was designed to prevent contamination of the vehicle that is used to transport the radioactive hazardous material waste to the Nevada Test Site, so that without decontamination the vehicle may return to the remediation site for another load. However, the Burrito Wrap liner was designed to be transported only by a side dump truck which transports the radioactive hazardous material waste directly from the remediation site, and which carries the Burrito Wrap liner to the exact location within the Nevada Test Site at which the radioactive hazardous material waste is to be stored. At that location, the Burrito Wrap liner (and the radioactive hazardous material waste therein), are rolled out of the side dump truck. Although such Burrito Wrap liner is cost-effective (seven dollars per ton of radioactive hazardous material waste stored), because such Burrito Wrap liner cannot be lifted it cannot be used at the INEEL facility, for example. Since the side dump truck has a net load limit of 35,000 pounds, and since the side dump truck must return empty to the remediation site, it is too costly to use the Burrito Wraps and the side dump trucks for transport of radioactive hazardous material waste from far away places such as the Miamisburg, Ohio remediation site, for example.  
       27. It is also acceptable to store hazardous material waste and radioactive hazardous material waste at the Nevada Test Site if contained in drums, but the high cost of typical drums ($60.00 each) and the low capacity of each drum (less than one-third cubic yards) significantly increases the cost of storage using such drums.  
       28. In the Parent Application it was also said that the Nevada Test Site is an important site for storage of radioactive hazardous material waste because it has a very large capacity (e.g., one measured in millions of cubic yards), and only recently started to accept for storage bulk radioactive hazardous material waste in units such as that defined by the Burrito Wrap liners. Therefore, it is important to provide an efficient mode of transporting radioactive hazardous material waste to the Nevada Test Site.  
       Facility in Utah  
       29. In the Parent Application it was also said that there is a storage facility in Utah which is rail-served, and which is the only radioactive hazardous material waste storage site in the United States which, on arrival at the site, will work with true “bulk”, low-level radioactive hazardous material waste. However, to comply with other regulations, an STC must be used for the transport to the site. For example, a load of very low level radioactive hazardous material waste that is wrapped in a non-liftable “Super Load Wrapper” liner sold by Transport Plastics, Inc., may be transported in a gondola car. Such Super Load Wrapper liner and gondola car together form the STC. At this Utah storage site, the Super Load Wrapper liner containing the load of radioactive hazardous material waste is rolled out of the gondola car as the gondola car is inverted (rolled over). However, the Super Load Wrapper liner must be rolled off directly into a receiving area below the inverted gondola car. An earth mover is used to move the Super Load Wrapper liner (or the now-loose radioactive hazardous material waste from the Super Load Wrapper) within the storage facility to the final “cell” in which the radioactive hazardous material waste is to be stored.  
       30. Alternatively, the STC may be provided as an IMC which is not lined to prevent contamination of the IMC. In this case, as noted above, because of the requirement that containers in which radioactive hazardous material waste is transported either not become contaminated with the radioactive hazardous material waste, or that such contaminated containers be decontaminated after use, the IMC must be decontaminated after use As noted below, use of the decontaminated IMC inherently adds to total transport costs since the IMC must be returned empty to the remediation site. Such storage facility in Utah will also accept higher levels of radioactive hazardous material waste. Although this facility can invert gondola cars, it will also accept radioactive hazardous material waste in smaller units.  
       Liftable Containers  
       31. As a preface to describing liftable containers in the Parent Application, it was noted that certain liners, such as the Burrito Wrap liner and the Super Load Wrapper liner, may not be lifted, and the following was noted. The non-lift feature results from the fact that such liners were designed to only line the container and passively contain the load therein, and not to be able to support the load therein as forces are applied to the liner to lift the liner and the load therein off a transport vehicle or the ground. Those liners successfully perform those liner ftmctions. In contrast to such liners, the liftable containers described below not only contain a load, but forces may be applied to such containers from above to cause such containers to lift the load contained therein. However, the liftable containers described below have significant disadvantages also described below, such that these liftable containers do not solve the problem of efficiently transporting materials such as hazardous material waste and radioactive hazardous material waste.  
       The IMC  
       32. The IMC is a sturdy heavy steel container having a size of about twenty two feet long by eight feet wide and five feet high. The IMC is not self-propelled (as is a truck). Instead, the IMC may be lifted onto a transport vehicle, e.g., by a crane or an IMC lift truck having a boom on the truck. For long distance transport, the IMC is lifted onto a railroad car. IMCs must, and have been, licensed by various states for use as an STC for transporting hazardous material waste or radioactive hazardous material waste. The IMC may be lined with a standard liner which keeps the hazardous material waste and radioactive hazardous material waste from contacting the inner walls of the IMC. Thus, the IMC does not become contaminated. Alternatively, the IMC may be used without such a liner at sites which have a decontamination facility, and must be decontaminated before leaving the storage site.  
       33. In the Parent Application it was said that IMCs are generally leased at a price of about ten dollars per day (in 1997 Dollars) and on a long-term basis, such as monthly or annually Thus, the lessee has the incentive to make the best use possible of every particular leased IMC. A particular IMC is generally leased for a specific job, i.e., for one remediation site, and is licensed at least by the state in which such remediation site is located. For ongoing operations, that licensed IMC is generally returned empty from the disposal site or the storage site to the remediation site. Therefore, even if that IMC would be better next used at another site, generally a particular licensed IMC is returned empty to the remediation site in the state that licensed such particular IMC.  
       34. In the Parent Application it was also said that the cost charged by a railroad for such empty return (on a special flat bed railroad car) is almost the same as the cost the railroad charges to transport the full IMC from the remediation site to the storage site. Also, the IMC does not collapse, such that the entire twenty-two foot by eight foot footprint is involved if the IMC is to be stored at the remediation site prior to reuse or stored at the waste storage site prior to such empty return.  
       35. Since it is unlikely that the destination point will be rail-served (except for the above-noted facility in Utah), an intermodal railyard must be available to transfer the IMC from the railroad car to an IMC truck. As noted, once the IMC arrives at the disposal site, or the storage site, if the storage site has regulations prohibiting the hazardous material waste in the IMC from becoming loose, some way has to be provided for the hazardous material waste or radioactive hazardous material waste in the IMC to be contained and moved to the appropriate cell for storage. The noted solution (burying the S/L IMC with the hazardous material waste or radioactive hazardous material waste) is a very costly solution because even a used S/L IMC costs about $135 per cubic yard of stored load.  
       36. Although the IMC may be used to carry the cargo the entire way from the point of origin (e.g., the remediation site) to the destination point (e.g., the storage site), the IMC requires a truck for an entire short transport, or a truck for transport from the point of origin to the railroad, from the railroad to the destination point, and a special railroad flat car for transport on the railroad. Further, the IMC requires the truck in each such case for the return to the point of origin of the next load. Also, in view of the large size of IMCs, for example, space may not be available to facilitate loading of IMCs at the remediation site. Finally, when the IMC is used to carry the cargo the entire way from the point of origin to the destination point, the entire round trip from the point of origin to the storage site and back to the point of origin may take up to five weeks, whereas the actual amount of time the IMC is being moved is much less. Thus the shipper needs to lease many extra IMCs to offset the number of IMCs in transit.  
       Roll-off Containers  
       37. In the Parent Application it was also said that roll-off containers are sturdy open top steel containers designed to be loaded while resting on the ground, and pulled from one narrow end onto rails of a roll-off truck, and the following was said. The bed of the roll-off containers is about twenty feet by eight feet. The roll-off truck backs up to the narrow end of the roll-off container and pulls the container onto the rails. Such containers are used for local, not long distance, transport, such as from a remediation site to a railroad siding, or within the remediation site. The walls of the roll-off containers are about five feet high. For non-hazardous material waste, the waste is dumped into the roll-off container from the ground.  
       Valve-Type Bag  
       38. In the Parent Application it was also said that a valve-type bag has been used to define a unit or a volume of bulk material such as plastic pellets or foodstuffs, and the following was described. The unit and volume are small in that this valve-type bag has a “footprint” of about three feet by three feet, a height of about forty inches and a rated (maximum allowable) capacity of only about one ton. At the top, the three feet by three feet size provides an opening into which the bulk material is fed, e.g., from a hopper or chute. As described below, however, the three feet by three feet size opening does not allow the valve-type bag to be loaded by a front end loader. At the bottom of the valve-type bag a valve is provided for controlling the flow of the material out of such bag. The size of three feet by three feet, and the height of forty inches, provides the small volume of just more than one cubic yard.  
       39. To enable the valve-type bag to be lifted from above, straps are sewn to the outside of corners of the bag, with one strap sewn to each of the four corners of the bag. Each corner strap is sewn along a vertical line at which the strap overlaps only a short length of adjacent side walls of one corner of the bag. The overlap is about twelve to eighteen vertical inches. There is thus a vertical distance of about twenty-two to twenty-eight inches from the lower end of each corner strap to the bottom of the bag. No corner strap is provided or connected to the bag over that distance, nor on the bottom of the bag, nor on the side walls of the bag.  
       40. It is typical for a fork lift truck having two spaced lift bars to engage the straps. One such bar is used to engage two of the corner straps, and the other of such bars is used to engage the two other corner straps to lift the bag. Alternatively, each corner strap is connected to a six foot cable, and the four cables connect to the same ring. A back hoe bucket is used to engage the ring and lift the bag.  
       41. Also, it is common to transport such valve-type bags either on a flat bed truck or in a van-type semi-trailer truck (van trailers). A crane or other overhead lifting equipment is used to load such bag onto the flat bed truck. The use of the flat bed truck is acceptable for the plastic pellet or foodstuff bulk cargo usually carried in such bags, but is not an STC for transport of hazardous material waste or radioactive hazardous material waste. As to loading the van trailer, which is considered as an STC when used with such a valve-type bag, a fork lift truck is used to lift such bag enough to be moved into the van trailer and set on the floor. The height of the ceiling of the van trailer (e.g., about eight feet) prevents use of the fork lift truck to lift such bag via the corner straps and stack the bags on top of each other, because the mast of the fork lift truck must be higher than the top of such bag. Thus, one layer of (or about 34 of the three foot by three foot footprint) such bags will fit in a seven and one half foot by fifty-two and one-half foot van trailer; which is a load of about seventeen tons (compared to the capacity of such van trailer of about twenty-four tons).  
       Love Canal Bag  
       42. In the Parent Application it was also said that a liftable bag is in use in transporting hazardous material waste that was removed from the Love Canal area, and previously stored, and the following was said. This bag has the same design features and limitations as the valve-type bag, also defines a relatively small unit or small volume of bulk material, but has a slightly larger footprint. In particular, the Love Canal bag has a footprint of about four and one-half feet by four and one-half feet, and a height of about fifty-four inches. The exact rated (or maximum allowable load) capacity of such bag is not clear. The weight of loads customarily carried in such bags depends on the density of the material being carried. However, it appears that such bag is regularly used to carry loads that do not exceed six thousand pounds, e.g., in the range of five to five and one-half thousand pounds. Therefore, Applicant has concluded that it is unlikely that the rated capacity of such bags exceeds six thousand pounds, and clearly does not extend to even seven thousand pounds.  
       43. At the top of the Love Canal bag, the four feet by four feet size provides an opening into which the bulk material is fed, e.g., from a hopper or chute. The four feet by four feet size opening does not allow the Love Canal bag to be loaded by a front end loader. To enable the Love Canal bag to be lifted from above, the same type corner straps are provided as for the valve-type bag; i.e., a corner strap sewn to each of the four corners of the bag along a vertical line at which the strap overlaps adjacent side walls of a corner of the bag, so that there is about twelve to eighteen vertical inches of overlap. A vertical distance of about thirty-six to forty-two inches is left from the lower end of each corner strap to the bottom of the bag. No corner strap is provided or connected to the bag over that distance, nor on the bottom of the bag, nor on the side wall of the bag.  
       44. With about a four and one-half foot by four and one-half foot footprint, one would expect to be able to fit twenty-two Love Canal bags in the nine and one-half foot by fifty-two foot bed of a standard railroad gondola car. With the seven hundred-twenty cubic foot size of such bag and at eighty pounds per cubic foot of cargo, the twenty-two bags would weigh about 64 tons. It appears that in the Love Canal transport situation, however, it was desired to increase the number of such bags which would fit into one railroad car. As understood, there was no change made in the size or design of such bags. Rather, it appears that to increase the number of the Love Canal bags that would fit into a railroad car, it was decided not to use the standard railroad gondola car described below. Instead, a special (so-called “non-pool”) sixty-five foot long gondola car was used to carry an additional six Love Canal bags (for a total of twenty-eight of such bags per special car). Despite the adverse logistics of using such special cars (e.g., difficulties in obtaining such non-pool cars, not being able to release such cars at the end of a shipment, but instead returning them empty to the point of origin, and waiting for such return before loading more bags), such special cars were used rather than change the bag design or size. To Applicant&#39;s knowledge, the Love Canal bag remains the largest disposable bag available to both contain and lift a unit of bulk load, which load was of course hazardous material waste.  
       Concord, Mass. Bar  
       45. In the Parent Application it was also said that at a remedial site in Concord, Mass., small boxes and small bags are being used to remove hazardous material waste from inside a building, and the following was said. The bags are small versions of the Love Canal bags, and have sides that are three feet by three feet, and a height of three feet. Straps are also attached to the corners as described above for the Love Canal bag. Due to difficulty in loading these bags, the bags are loaded with from 0.6 to one ton of the hazardous material waste, although the rated capacity of the bags is about 1.2 tons. The difficulty is apparently that it is not possible to quickly put the hazardous material waste through the three foot by three foot top opening to load the bag.  
       B25 Box  
       46. In the Parent Application it was also said that a box known as the “B25” box has about a three and one half cubic yard volume (four feet by four feet by six feet) and is made from metal, and the following was said. It is typical to lift the B25 box from underneath using a fork lift truck which places the B25 box directly in a cell of a hazardous material waste or radioactive hazardous material waste storage site. This requires the forklift truck driver to enter the exclusionary zone.  
       Non-Liftable Wrappers  
       47. In the Parent Application it was also said that the Burrito Wrap liner and the Super Load Wrapper liner were mentioned above as non-liftable wrappers, and the following was noted. Another liner is being used at an oil drilling location in the North Sea (the “North Sea wrap”, or “wrap”). These three are non-liftable liners, i.e., that are “not able to lift” the load contained therein. The phrase “not able to lift” means that the liners cannot receive forces applied to the upper areas of the liners, and in response to such forces cannot raise the liner and the load therein off the ground or off any other support surface on which the liner has been at rest. These three are examples of liners designed for special situations that do not require the liners to be “able to lift” . The phrase “able to lift” means that the a container can receive forces applied to the upper areas of the container, and in response to such forces, the container and the load therein can be lifted off the ground or off any other support surface on which the container has been at rest. Thus, the Burrito Wrap liner was designed specifically for use at the Nevada Test Site in the (side dump truck) situation described above which did not require lifting of the Burrito Wrap liner after it was loaded. The Super Load Wrapper liner was similarly designed specifically for use in a standard gondola car at the facility in Utah, also in a situation (invert the gondola car) in which it was acceptable for the Super Load Wrapper liner to be not able to lift after it was loaded. The lined side dump truck and the lined standard gondola car have very large top openings (e.g., such gondola car has a fifty-two and one-half by nine and one-half feet opening) and are thus easy to load.  
       48. The wrap which is understood to be in use at the North Sea location was apparently designed to be placed empty in the bucket of a front end loader (e.g., having a six feet by four feet size). Such wrap has laces to provide an openable top, and has sides, and a bottom. The top is opened to enable material such as gravel to be loaded, and then the laces are tied to close the top. The front end loader then carries such now-full wrap to the seashore, at which a crane having a clam-shell bucket is provided. Since the laces cannot support the weight of such fully loaded wrap, which is about seven tons, such wrap is not able to lift in that it cannot be lifted by the laces. Rather, the clam-shell bucket closes under the bottom of the wrap and then lifts the wrap, so the wrap can be placed where desired. Thus, the containment capacity of the wrap compares to that of the Burrito Wrap liner, and each of these three wraps is not able to lift such a weight.  
       Loading Bulk Cargo into Containers  
       49. In the Parent Application it was also said that there are a variety of situations in loading the bulk cargo into the containers, liners and wraps described above, and the following was said. One of the most common pieces of equipment for loading bulk cargo (such as hazardous material waste or radioactive hazardous material waste) is the front end loader. As noted, the front end loader has a bucket that is six feet wide and four feet deep. It is thus very difficult to use the front end loader to load the hazardous material waste or radioactive hazardous material waste into any unlined or lined container lined if the container has a top opening smaller than about six feet by about four feet. Although the large IMCs and S/L IMCs may be readily loaded using a front end loader, the above-described disadvantages of the large IMCs and S/L IMCs render them inefficient for transporting the hazardous material waste or radioactive hazardous material waste.  
       50. While the Burrito Wrap liner and Super Load Wrapper liner which are used with large containers (e.g., with respective side dump trucks and railroad gondola cars) may be easily loaded using a front end loader, and while these liners have successfully served the radioactive hazardous material waste liner purposes for the sites and modes of transport for which they are intended, those purposes were not to contain and lift these large loads for transloading of a unit of radioactive hazardous material waste, e.g., from one mode of transport to another mode of transport. Thus, notwithstanding the ease of being loaded, the Super Load Wrapper liner is not suitable for transport of radioactive hazardous material waste to the Nevada Test Site, and the Burrito Wrapper liner is not suitable for transport of radioactive hazardous material waste to the noted site in Utah. Although the North Sea wrap fits into the bucket of a front end loader, such wrap is not able to lift.  
       51. On the other hand, although the valve-type bag and the Love Canal bag, for example, are able to lift, neither of these has any side that exceeds four and one-half feet. Due to the significantly larger size of the front end loader bucket than the size of the openings at the top of such bags, if one were to try to load hazardous material waste into such bags, a back hoe having a much smaller bucket, or some other smaller equipment, would have to be used, and would need to carefully and slowly direct the bulk hazardous material waste into the small open top of the bags to load the bags without spilling. This would slow down the loading of these bags, and would still risk spilling. Similarly, if the hazardous material waste is demolition debris, and if one tries to use such small bags to carry such hazardous demolition debris, the small size of the opening would require the time-consuming steps of cutting up the demolition debris into small enough pieces to fit through such small open tops. Such cutting would be too time consuming to be practical. When millions of cubic yards of radioactive hazardous material waste, for example, must be transported, slowness in loading becomes a major problem.  
       Transloading Facilities  
       52. In the Parent Application it was also said that when the remediation site is not rail-served, or when the storage site is not rail-served, more than one mode of transport must be used, and the following was said. The transfer from one mode to the next mode is done at a transloading facility, such as the North Las Vegas facility. Although such facility is not a radioactive hazardous material waste transloading facility, such facility, and one at Clive, Utah, are licensed for transloading hazardous material waste such as PCBs. The North Las Vegas facility also has a crane for lifting heavy loads. Such hazardous material waste transloading is performed with the hazardous material waste loose, as by using an excavator hoe to remove the bulk hazardous material waste from a gondola car, for example.  
       53. Most transloading facilities are not designed for transloading radioactive hazardous material waste, such that a way must be found to keep the radioactive hazardous material waste contained during transfer between modes of transport, here also called “transloading”. One such way is to use IMCs. At the time of the Parent Application, IMCs were used near the then-unlicensed Beatty, Nevada storage site. In that case, the transload facility transferred the IMCs from the special IMC railroad car to a flat bed truck. During the truck transport of the IMC to the Beatty storage site, the special IMC railroad cars were stored at the transload facility, which takes a substantial amount of room because of the large size of the IMCs. The low level radioactive hazardous material waste was dumped from the IMC, the IMC decontaminated, and the IMC was then returned by flat bed truck to the transload facility.  
       54. The true use of such transload facilities for loose bulk transloading is thus not available for radioactive hazardous material waste, and the noted alternate, IMC transfer, requires decontamination and return of the IMC. Therefore, at the time of the Parent Application there was still a need to provide a way of complying with the regulations applicable to radioactive hazardous material waste, yet efficiently “transloading” (or transferring) radioactive hazardous material waste from one mode of transport to the next mode.  
       Use of Railroad Gondola Cars  
       55. In the Parent Application it was also said that there are many advantages to using standard gondola cars that are used on a railroad (the standard gondola car is referred to herein as the “gondola car”), and the following was said. Compared to using special, non-pool (non-standard) gondola cars such as the sixty-five foot long special gondola cars noted above, and as compared to the process of leasing IMCs, for example, the gondola car is readily available to railroad customers in most situations. Also, gondola cars are one of the most universally used cars of a railroad. Therefore, once one load of bulk cargo has been emptied from a particular gondola car, the railroad customer may “release” that particular gondola car to the railroad, such that it is readily available at the destination point for use in transporting another load of cargo. At or near the point of origin at which the bulk materials are loaded, many gondola cars can generally be scheduled to be available to receive successive loads of the bulk cargo. Further, gondola car are exempt from state and local government licensing.  
       56. The gondola car has a large carrying capacity of 100 tons, and is fifty two and one-half feet long by nine and one-half feet wide. The gondola car is provided with low (sixty inch) sides and an open top for ease in receiving, and transporting, bulk cargo. Normal (non-hazardous and non-radioactive) scrap and waste materials are bulk cargo, and without being packaged, may be loaded directly into the gondola car through the open top. These bulk materials are contained within the car by the sides and the bottom of the car. Such bulk materials are generally covered with one cover that extends over the entire load that is carried by the gondola car. The bulk materials remain loose in the gondola car and are not in separate packages or boxes.  
       57. When the bulk material is scrap metal, the scrap metal may be loaded into and removed from the gondola car by an overhead crane and magnet, for example. For other types of bulk cargo carried in gondola cars, equipment is provided for rotating the gondola car on its longitudinal axis to invert the car and dump the cargo out of the car. When the bulk cargo is hazardous material waste or radioactive hazardous material waste, to avoid time consuming and costly decontamination of the gondola car, the gondola car must be protected, such as being lined with a protective liner, which may be the Super Load Wrapper liner, for example. The only practical problem in the planned use of such gondola cars is that few remediation sites are rail-served. However, no matter what type of railroad transport is to be used for long distance transport, the lack of rail-service at the remediation site requires that the cargo be moved some distance to the nearest railroad.  
       58. With the background of the Parent Application in mind, it is noted that significant savings have been achieved using flexible, liftable systems embodying Applicant&#39;s Parent Application, U.S. Pat. No. 6,079,934, issued Jun. 27, 2000 (the &#39;934 System). The uses of the &#39;934 System have been varied. For example, in one shipment, over 1,400 flexible, liftable containers of the &#39;934 System were made and complied with Department of Transportation regulations (49 C.F.R.). Such containers were loaded with contaminated soil. Such containers were loaded onto and unloaded from one barge. The barge was used for ocean-transport, and upon completion of the trans-ocean transport, such containers were transloaded onto standard railroad gondola cars for transport to a disposal facility. Such containers kept the contaminated soil secure during the transporting. In this example, the savings included avoiding contamination during transport, such as contamination of the barge, avoiding use of soil-handling equipment to unload the barge, and keeping the soil in closed units. Time was also saved in that such containers were transloaded into and out of the barge in less time than it would have taken to handle loose soil, or small units of such soil.  
       59. Advantages of the &#39;934 System have become appreciated by customers, such as those having needs for transporting and/or storing and/or disposing of units of bulk cargo. Generally, the &#39;934 System has been used for transporting units of bulk cargo wherein the unit has to be lifted and set down in the course of the transporting. In many cases, such as the transporting of radioactive hazardous material waste, once the unit has arrived at the storage site, the entire unit has been stored as one integral unit. Thus, the stored unit includes a portion of the &#39;934 System itself. That is, the stored portion of the &#39;934 System may include the portion that defines the one unit (i.e., the inner container), plus the flexible, liftable, outer, container-lifter that enables the inner unit to be lifted and placed during transport.  
       60. Despite these and other advantages of the &#39;934 System, interest has been expressed by users of the &#39;934 System in achieving even greater savings. The need for more cost savings relates in part to the vast size of the market for flexible, liftable containers. For example, in all of the situations in which the &#39;934 System has been used, cost savings would be desirable.  
       61. In some situations, the savings may be defined by the avoidance of traffic congestion caused by truck transport of extremely high volumes of bulk cargo. Where the cargo is non-contaminated an initial choice for transporting the cargo is by truck. However, when one considers that one typical barge can carry as much bulk cargo as about five hundred dump trucks, for example, long distance truck transport of such cargo would likely create substantial road-traffic congestion, especially in urban areas.  
       62. In other situations, the desired savings may be beyond those achieved in the above-discussed efficient transport resulting from avoiding use of IMCs in which gondola cars are used instead of the IMC. A current need at one facility is to transport large quantities (e.g., twelve to fifteen thousand tons) of non-contaminated fill (bulk cargo) to a site, and to transport similarly large quantities of hazardous waste material from the site to a storage facility that is about 500 miles from the site. In the prior art, trucking the fill and waste material would cause significant congestion, road damage, environmental (air) pollution, for example. If IMCs are used, the above-noted disadvantages would be experienced (e.g., IMC rental costs, large areas needed to store the IMCs in preparation for transport, etc.).  
       63. In another current situation, sand is needed as fill at a residential construction project. As in the above two-directional transport situation, in the prior art long-distance trucking of the sand would cause significant road-traffic congestion, such that use of barges for primary transport close to the project would be more desirable. However, since the sand is not contaminated and may be dumped loose rather than as a unit of bulk cargo, savings beyond those achieved by the &#39;934 System are desired.  
       64. In an endeavor to meet these needs for greater savings, while retaining the advantages of the &#39;934 System, Applicant has given consideration to providing ways of reusing parts of the &#39;934 System. However, known approaches to reuse containers have a number of significant shortcomings. For example, in the prior art, some containers have been made reusable, but rely on emptying the container by flowing loose material out of the bottom of the container. Williamson U.S. Pat. Nos. 4,113,146 and 4,224,970, for example, reuse a container for loose material. The loose material flows into an open top of the container. An openable bottom is provided for allowing the loose material to flow out of the container. In the &#39;146 Patent, the bottom is openable by piercing an inner bag. In the &#39;970 Patent, a cord secures a spout at the bottom of the container. Thus, there is generally no concern in either Williamson Patent as to keeping the contained and flowable material as one unit of bulk cargo upon discharge from the container. Also, if the bottom of the container is placed on a support surface, the openable bottom cannot be opened without lifting the container off the surface.  
       65. Further, Flaniken U.S. Pat. No. 525,951, issued Sep. 11, 1894, describes containers having a releasable bottom to discharge loose materials, such as seed. In the Flaniken container, the loose contents may be discharged only when the container is lifted from a wagon. Thus, if the container remains on the wagon, the bottom cannot be opened. Such discharge of the loose material indicates a lack of concern for a need to keep the contents of the container as one unit of bulk cargo upon discharge from the container. The seed is not described as hazardous material waste, and there is no secure closure of the container for transport.  
       66. Others also discharge loose bulk material, as in Hendon U.S. Pat. No. 3,674,073, which provides a container for loose cotton. In Hendon, sides are laced at a top of the container. Also, side flaps and end flaps are laced at the top. A main cover is used to cover the lacing of the sides, and both sets of the flaps. It appears that the container must be lifted and inverted for the disclosed dumping of all such loose cotton through the top. For such dumping, the main cover must be removed from such covering position, and all of the sides, and the end and side flaps, must be untied before the container is lifted and inverted. One side of the container is lifted to both lift the bottom of the container off a support and invert the container to facilitate the dumping through the top.  
       67. In Applicant&#39;s experience, such bottom-dumping containers are not suitable for the random type of bulk materials encountered in transporting of hazardous material waste, for example. Also, the top dumping containers that require undoing of all flaps and the top of the container are not practical when one desires to achieve additional savings, e.g., of time. Similarly, the top-dumping and bottom-dumping containers that require lifting of the container off a support surface to effect the dumping are also not practical when one desires to achieve additional savings.  
       68. Even when there is no need for the unit of bulk cargo to be discharged (or dumped) from a container as one unit, other prior containers have limitations that render them unsuitable to meet the present need while retaining the advantages of the &#39;934 System. For example, the above descriptions identify limitations of the non-liftable liner (called the “Burrito Wrap”) and the non-liftable Super Load Wrapper liner.  
       69. What is needed then, is a flexible, liftable container-lifter for units of bulk cargo, which is capable of achieving even greater cost-savings than the &#39;934 System. In addition, such flexible, liftable container-lifter should not only meet this need for greater cost-savings, but should also retain the advantages of the &#39;934 System. Also, it should be possible to provide such flexible, liftable container-lifter for a unit of bulk cargo and enable the unit to remain in the form of an integral unit as the unit of bulk cargo is released from the container-lifter. Therefore, such a liftable container-lifter that may be reusable, in whole or in part, should not be subject to the disadvantages of the above-noted prior art containers that discharge bulk cargo as loose cargo, instead of cargo in a unit, or that discharge the cargo from the bottom, or that require lifting of the container off a support surface in order to discharge the cargo.  
       SUMMARY OF THE INVENTION  
       70. Broadly speaking, the present invention fills these needs by providing apparatus and methods in which a flexible, liftable container-lifter for bulk cargo is capable of achieving even greater savings than those resulting from use of the &#39;934 System. The flexible, liftable container-lifter and methods of the present invention not only meet this need for greater savings, but also retain the advantages of the &#39;934 System. Such flexible, liftable container-lifter is provided for a unit of bulk cargo and may enable the unit to remain in the form of an integral unit as the unit of bulk cargo is released from the liftable container-lifter.  
       71. One form of such flexible, liftable container-lifter of the present invention is a container-lifter that may be reusable, yet is not subject to the above-discussed disadvantages of prior art containers that discharge bulk cargo as loose cargo. For example, in the bioremediation of PCB&#39;s, live biological organisms are introduced to a quantity of the hazardous PCB&#39;s. The hazardous PCB&#39;s and the organisms are contained within a flexible, inner container that is received in a flexible, secure, reusable, liftable outer container-lifter. Over time, the organisms consume the PCB&#39;s and transform the PCB&#39;s into non-hazardous material waste. The flexible outer container-lifter may be used to lift the inner container (with the now-non-hazardous material waste therein) for transport to a standard landfill. One wall of the flexible, outer container-lifter may be opened to facilitate dumping of the now-non-hazardous waste, and advantageously such wall may be opened without the added step of lifting the container-lifter off the transport vehicle. Upon completion of such dumping, the flexible, liftable, outer container-lifter may be readily readied for reuse.  
       72. Another form of such flexible, liftable container is one in which a secure non-liftable inner container is used to maintain a unit of bulk cargo as a unit during and after separation from an outer, secure, flexible, dumpable, liftable container-lifter, and in which such outer container-lifter is provided with a readily-openable side wall to facilitate separation of the inner container from the outer container-lifter without lifting either the inner container or the outer container-lifter from a support surface on which such outer container-lifter rests. The secure inner container maintains the unit as a unit during such separation, and is suitable for storage of hazardous material waste. As in the above-noted form for use in bioremediation, one wall of the outer container-lifter is openable. Such openable wall facilitates dumping of hazardous material waste contained by the secure, inner container. Also, the flexible, liftable, openable outer container-lifter may be readily readied for reuse. In this example and in the bioremediation example, the savings include those resulting from reuse of the outer container-lifter.  
       73. A still further form of such flexible, liftable, container-lifter system of the present invention is a liftable container-lifter that may be reused and that may be used with or without an inner container. For example, for the above two-directional transport situation, such flexible, liftable, reusable container-lifter may be used without an inner container for rail transport of the fill to the site in a standard gondola car. Such flexible, liftable, reusable container-lifter would then be readily prepared for re-use. In conjunction with a secure inner container, such outer container-lifter may be used for the return transport from the site to the storage facility, this time transporting the hazardous material waste, again by rail transport in a standard gondola car. Advantages and benefits of such reusable container-lifter include those discussed in the Parent Application with respect to the container-lifters, as well as the two-way use (re-use) of such outer container-lifter, which avoids the cost of purchase of an outer container-lifter for each direction of such transporting.  
       74. One further form of such flexible, liftable, reusable container-lifter system of the present invention is a liftable container-lifter that may be reused and that may be used without an inner container to achieve more savings while solving the problem, for example, in transporting sand for the above-noted construction project. To avoid the prior art long-distance trucking of the sand and the resulting significant road-traffic congestion, such flexible, liftable, reusable container-lifter may enable lower-cost use of barges for the primary transport of the sand close to the project, which is at a waterfront location. Such flexible, liftable, reusable container-lifter may be used without an inner container for the barge transport of the sand. At the site of the project, using a readily-available crane, for example, such flexible, liftable, reusable container-lifters may be placed on standard lift-bed trucks, such as dump trucks or flat bed trucks, for short transport by roads to the particular location at the site at which the fill is needed. Upon opening of an openable wall of such container-lifter, the sand may be discharged as the lift-bed is raised. Such flexible, liftable, reusable container-lifter may then be readily prepared for re-use.  
       75. Methods according to the present invention may include operations in which each form of such flexible, liftable outer container-lifter is placed on a tiltable bed of a standard vehicle such as a truck. The flexible, liftable, outer container-lifter is secured to the front of the bed of the truck and the openable wall faces the rear of the truck. Another operation may include conditioning the openable wall for release of the inner container, and then tilting the bed of the vehicle. Upon such tilting the inner container may maintain the unit of bulk cargo as a unit, and the unit slides on a bottom, and on the openable wall, of such outer container-lifter and off the vehicle. Such outer container-lifter is then released from the front of the vehicle, folded into a compact package, and processed for transporting a next unit of bulk cargo, i.e., for containing, lifting, placing, and releasing another unit of bulk cargo as a unit.  
       76. In the Parent Application it was said that Applicant determined that there are at least two essential requirements for transport of bulk cargo such as hazardous material waste and radioactive hazardous material waste: (a) at all times the bulk cargo should be transported in a unit that is smaller than the size of an entire gondola car, and (b) such transport must be “efficient”, as defined below. Such efficient transport was described as applying to every mode of the transport, e.g., at the remediation site, between the remediation site and the railroad, during railroad transport, at a transloading facility, during transport to the storage facility, and at the storage facility. For example, at the remediation site, considerations are that (i) most remediation sites are not rail-served, therefore one must haul the bulk cargo to the railroad over the highway in volumes smaller than the gondola car (i.e., truck-sized units); (ii) there is a limited load capacity on highways, which is less than one-half of the load capacity of the standard gondola car; and (iii) there is limited area available at most remediation sites for loading, such that at some remediation sites only a tandem dump truck can be used for loading. In the Parent Application, transport from the remediation site to the railroad was discussed. Applicant there concluded that to meet these two requirements, there should be as large a unit volume and weight as can be loaded at most remediation sites and be carried within such highway load limits. The smallest remediation site would be served, e.g., by a tandem dump truck having a seven and one-half foot by eighteen foot bed and a forty-six thousand pound load capacity. Somewhat larger remediation sites would, e.g., be served by roll-off containers having about the same size beds as the tandem dump truck, and by roll-off trucks which carry the roll-off containers.  
       77. In the present invention, an apparatus having characteristics described in the Parent Application was generally referred to as a “bulk cargo unit container-lifter-liner”, which was abbreviated and called a “lift-liner”, or “container-lifter”. The examples below of efficient transport discussed in the Parent Application are provided by such reusable lift-liners of the present invention. Applicant&#39;s studies indicated that the efficient transport is provided when the bulk cargo is transported using a gondola car during the mode of transport that covers the longest distance from the point of origin to the destination point. That is, in transport which includes both rail transport and other modes of transport to the railroad or from the railroad, the distances traveled using the other modes of transport are short relative to the distance traveled by rail. The conclusion that only gondola cars should be used for such longest portion of transport took into consideration the most efficient use of an IMC. For example, Applicant considered the most efficient use of an IMC used to transport radioactive hazardous material waste as being for transport to the above-described rail-served storage site in Utah. The IMC was lined using a standard plastic liner and was loaded at the remediation site (point of origin). A truck was used for transporting the loaded IMC from the remediation site to the railroad, where it was lifted onto a special railroad flat car. After the long distance transport by railroad, at the Utah site the IMC was removed from the flat car, the radioactive hazardous material waste and the liner were dumped out of the IMC, and the IMC was decontaminated. The decontaminated IMC was then returned empty to the remediation site (point of origin) for reloading. The operator of the storage site will not generally accept the decontaminated IMCs for release to the railroad. Such refusal is generally due to the need to store such decontaminated IMCs prior to actual “pick-up” by the railroad, and the large amount of room necessary for such storage. Thus, even though this is the most efficient use of the IMC for this waste, there is no practical way to avoid the need to return the IMC empty to the point of origin for reloading, nor to avoid the logistics of arranging for the empty return via railroad, nor to avoid the transport from the railroad to the remediation site, nor to avoid the documentation of the return transport. These necessary logistical activities attendant such return render such use of IMCs substantially less efficient than the efficient transport contemplated by the present invention.  
       78. Such studies took into account the requirements that if decontamination is to be avoided when the bulk cargo is hazardous material waste, neither the gondola car nor any other car of the railroad is permitted to become contaminated during the transport. The “liner” aspect of the lift-liner of the present invention (which keeps the gondola car uncontaminated) avoids the need to somehow cover the contaminated gondola car and return the gondola car empty to the point of origin for reloading, rather than releasing the gondola car to the railroad for further use. By using the unregulated gondola car, this aspect of efficient transport avoids use of a state-licensed container such as the IMC. Further, since the use of a lined gondola car is recognized as an acceptable STC (i.e., the gondola car lined with a Super Load Wrapper liner), the gondola car containing a lift-liner is acceptable as an STC. In summary, the lift-liner does not raise any new regulatory issues, and as noted, avoids the state licensing required for IMCs, for example.  
       79. Efficient transport is also provided when there is “ease of filling”. With ease of filling, the bulk cargo is transferred to the lift-liner using standard material handling equipment, such as front loaders having the buckets that are six feet by four feet. Applicant has determined that for efficient transport the lift-liner that receives and defines the unit of the bulk cargo should have a top opening at least as large as the size of such bucket of the front loader. For the hazardous material waste, the conformity of the size of such a top opening of the lift-liner with at least the size of such bucket of the front loader, are important factors in achieving efficient transport operations because such conformity facilitates ease of filling, e.g., loading without spilling the radioactive hazardous material waste. Thus, efficient transport avoids use of containers such as the valve-type bag and the Love Canal bag, having the top openings of inherently small dimensions when compared to the size of the equipment that is available and regularly used to load the hazardous material waste. Instead, the efficient transport uses such standard front loaders, which may be used to readily load hazardous material waste carefully and directly into the lift-liner without spilling.  
       80. Efficient transport is additionally provided when as much as possible of the load capacity of the gondola car is used. This means that the weight of the units of the bulk cargo loaded into the gondola car should be as high as possible a percent of the weight-carrying capacity of the gondola car. Ideally, one hundred percent is desired. For transporting hazardous material waste and radioactive hazardous material waste with the unit lift and containment, and with all of the other aspects of efficient transport, seventy percent is acceptable. Applicant&#39;s studies indicate that such seventy percent capacity of efficient transport is provided by lift-liners having substantially greater weight-carrying and lifting capabilities than the valve-type bag or the Love Canal bag. For example, the hazardous material waste or radioactive hazardous material waste have a typical density of about eighty pounds per cubic foot. One embodiment of the lift-liner is rated to carry during lifting off the ground a unit of the radioactive hazardous material waste weighing up to ten tons and has been successfully tested carrying and lifting over twelve tons. This lift-liner with the ten ton rated (maximum allowable) lifting capacity is referred to as a “ten ton” lift-liner. The ten ton lift-liners are larger, there are fewer openings (or interstices) between adjacent lift-liners within the entire gondola car, and seven, ten ton lift-liners will fill the volume of a gondola car.  
       81. Efficient transport is further provided when there is efficient transfer of the bulk cargo into the gondola car. The lift-liner divides the bulk cargo at the point of origin into the units for transport. A crane, for example, that is normally at the railroad siding is used to lift the lift-liner into the gondola car. In this context, such efficient transport means that it takes a minimum number crane operations to fill the gondola car with the lift-liners. For example, efficient transport would not use the valve-type bag or the Love Canal bag having the small volume and low weight carrying capacity. Considering the larger of the two bags, the Love Canal bag, twenty-two of such bags (based on two rows, with eleven bags in each row) can fit into a gondola car. Therefore, it would require twenty-two operations of a crane to fill the volume of the gondola car. With the apparent three ton load limit of each such bag, the twenty-two bags could carry about sixty-six tons, which is only about sixty-six percent of the weight-carrying capacity of the gondola car.  
       82. In contrast, a ten ton capacity lift-liner has a footprint of seven feet by nine feet. The seven foot dimension fits across the width of a truck bed, which is about seven and one-half feet wide. The nine foot dimension allows two lift-liners to fit into the eighteen foot length of the bed of a tandem dump truck, or three lift-liners to fit into the thirty-two foot length of a semi-trailer truck. As to fitting the lift-liner in a gondola car, the nine foot dimension fits across the nine and one-half foot width of the gondola car, and seven of the seven foot dimensions of the lift-liner fit in the fifty-two and one-half length of the gondola car. Thus, seven of the ten ton capacity lift-liners can easily fit in the gondola car and result in use of seventy percent of the weight carrying capacity of the gondola car. It is seen that in addition to the other above-described advantages of providing efficient transport, the lift-liner also provides more than a five percent increase in the amount of the gondola car load-carrying capacity that is used. Further, as compared to the twenty-two crane operations to load the Love Canal bags in the gondola car, fifteen crane operations are saved in only loading seven lift-liners to fill the volume of the gondola car.  
       83. Related to the number of lift-liners that can be placed into a gondola car, Applicant&#39;s studies also indicate that there should not be any requirement to engage the bottom of a lift-liner using lift equipment, as with the North Sea wrap which requires lifting by a crane having a clam-shell bucket. Rather, efficient transport should be provided by having the lift-liner be designed to be lifted by forces applied to the lift-liner from above, so that for lifting the lift-liner no lift equipment need extend down the sides of the lift-liner as with the North Sea wrap. Any such lift equipment extending down the sides of the lift-liner would reduce the number of lift-liners which can be placed into a gondola car, for example.  
       84. Efficient transport is further provided when the bulk cargo is divided into units for transport and the units are capable of being stacked at the destination point in a stable condition. This means that the at-rest footprint of a lift-liner is large relative to that of such described bags, for example. Further, uniform settling of the bulk cargo within the lift-liner is facilitated by a smooth inner surface of the lift-liner. In the context of the present invention in which an outer lift-liner is used with an inner container, the “stackability” of the inner container is said to be stable because a first layer of inner containers may be provided by dumping many inner containers side-by-side and end-to-end. Then, another layer of inner containers may be provided on the first layer by dumping many additional inner containers side-by-side and end-to-end. The process may be repeated to form up to six stable layers of inner containers.  
       85. Efficient transport is further provided when the lift-liner that forms or defines the unit of the bulk cargo has a minimum empty volume and weight prior to being loaded with the bulk cargo. Thus, the lift-liner should collapse (or fold) for transport to the point of origin, be readily openable for loading, and itself be light-weight. As an example, about sixty two of the ten ton rated capacity lift-liners contemplated by the present invention can fit in one IMC.  
       86. Efficient transport may be further provided when a lift-liner system both defines the unit of the bulk cargo and efficiently couples the vertical lifting force provided by a crane, for example, to the structure of the lift-liner. In this sense, the system distributes portions of such vertical lifting forces to the lift-liner as secondary vertical forces applied vertically and uniformly to the bulk cargo within the lift-liner. In contrast, based on Applicant&#39;s analysis of the valve-type bag and the Love Canal bag, it appears that via such sewing of such corner straps only to the respective corners of the bags, the corner straps transfer lifting forces to the portions of the fabric of the sides of the bag that are below the lower ends of the corner straps. These forces are primarily in a diagonal direction extending away from the corner straps across the sides to the bottom of the bag. Also, there is about four feet (measured circumferentially around the bag) between adjacent pairs of such corner straps. Therefore, Applicant&#39;s analysis indicates that the upward forces applied to the corners of such bags are not only concentrated at the corners, but are applied where a minimum amount of the load is carried. In Applicant&#39;s analysis, such location of the corner straps at the corners, therefore, does not result in the application to the load of enough vertical components of force to enable lifting of loads that are substantially greater than three tons (e.g., ten tons). Since the low weight-carrying capacity and low volume Love Canal bags are made with four side panels, and the panels of each adjacent pair of panels are joined only at the corners by being overlapped and sewn together to form a seam, it appears to Applicant that the design of these bags requires that the corner straps be sewn to the bags only at the overlapping, or reinforced, corner seams, and only partially along the length of the corner. In view of these limitations of the valve-type and the Love Canal bags, Applicant has concluded that such bags are not practical or suitable for the efficient transport of hazardous material waste nor radioactive hazardous material waste.  
       87. Efficient transport may be further provided when the lift-liner that forms or defines the unit of the bulk cargo need not be used with a dedicated transport vehicle, such as a dedicated IMC. Rather, the lift-liner itself lines the inside of a roll-off container or gondola car and has integrity so as to prevent bulk cargo leakage or seepage from the lift-liner. The lift-liner will be strong enough to be able to keep at least ten tons of bulk cargo safely together as a unit despite dropping the lift-liner from heights such as two feet above the ground.  
       88. Applicant&#39;s studies also indicate that efficient transport is promoted by having lift-liner straps connected to the load-carrying container in a manner that assures an even, or uniform, distribution of lifting forces to the bottom of the container. In comparison, Applicant&#39;s studies also considered slings, such as the sling described in the Department of Energy Hoisting and Rigging Manual, April, 1993, Section 8.3.9. There, a Synthetic-Web Sling is described as including straight-pull configurations. Maximum safe working loads (capacities) of single basket hitch (vertical leg) configurations are given for Nylon web slings, including a 3,200 pound capacity for each one inch of width of such slings. Up to twelve inch wide slings having a capacity of 38,400 pounds are shown. Such Section of the Manual does not, however, describe or suggest joining such slings with containers or lift-liners, or other structures for lifting bulk materials. Also, such Section of the Manual does not appreciate the importance Applicant places on such joining of straps to the container to assure application of the vertical lifting forces uniformly across the entire area of the bottom of the container, and thus uniformly to the load resting on the bottom of the container, nor the ease of use of the lift-liner resulting from the joining of the straps to the container to assure such uniform application of the vertical lifting forces. Further, the slings described in the Manual are designed for reuse, and as such, are very expensive and subject to rigorous regulations.  
       89. Efficient transfer is also promoted when the lift-liner is used with a lifting grid (or force distributor) designed to apply lifting forces to the straps of the lift-liner. For the ten ton lift-liner noted above, the bottom of the lift-liner has an enclosed perimeter, and the straps are in a definite (or grid) pattern within that perimeter. The lifting grid distributes the single vertical lifting force from the one cable of a crane to a coupling for each of the sixteen strap ends of the ten ton lift-liner. This coupling is by providing a hook substantially vertically above every one of the strap ends so that as the crane lifts, each strap end is pulled substantially vertically upward to apply vertical forces to the respective walls and bottom of the container of the lift-liner. For the demolition debris lift-liner, a lifting grid having hooks positioned to match the perimeter of the seventeen foot by four foot lift-liner is provided. Such lifting grid distributes the single vertical lifting force from the one cable of the crane to the hooks. These lifting grids assure that the proper operation and use of the lift-liners does not become dependent on the type of equipment which happens to be available at the remediation site or the storage site. Rather, since cranes are generally always at such sites, the availability of the lifting grid assures ease and proper use of the lift-liner.  
       90. Efficient transport is also provided by a characteristic of the lift-liner which reduces the occurrence of subsidence of the stored bulk material and the lift-liners after time in storage. Subsidence is a special problem when, for example, wooden boxes are used to contain and permit lifting of radioactive hazardous material waste into position in cells of a radioactive hazardous material waste storage site. As the waste settles in such boxes, air spaces form within such boxes. Such boxes tend to rot and decompose over time. The waste from above settles into the lower air spaces, and all of the units move lower in the stack. As a result, the surface material that has been used to cover the stacked boxed units of radioactive hazardous material waste also settles and requires addition of fill and additional material handling to remedy the problem.  
     
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
     91. Other aspects and advantages of the present invention will become apparent from the following detailed description, taken in conjunction with the accompanying drawings, illustrating by way of example the principles of the present invention, in which:  
     92.FIG. 1A is a perspective view of a first embodiment of a system of the invention of the Parent Application for transporting bulk cargo in a unit, showing a unit of demolition debris;  
     93.FIG. 1B is a perspective view of a second embodiment of the system of the invention of the Parent Application, showing a unit of hazardous material waste;  
     94.FIG. 2 is a perspective view of the second embodiment of the system of the invention of the Parent Application showing a loading frame for supporting a container-lifter for loading the bulk cargo into a container;  
     95.FIG. 3 is a perspective view of the second embodiment of the system of the invention of the Parent Application showing a front loader loading the bulk cargo into the container;  
     96.FIG. 4 is a perspective view of the second embodiment of the system of the invention of the Parent Application showing a flap of the container being folded over the loaded bulk cargo;  
     97.FIGS. 5 and 6 are perspective views of the second embodiment of the system of the invention of the Parent Application showing other flaps of the container being folded over the loaded bulk cargo to close a top of the container;  
     98.FIG. 7 is a perspective view of the second embodiment of the system of the invention of the Parent Application showing all of the flaps of the container folded over the loaded bulk cargo and closing the top of the container, with straps of a lifter ready to be used to lift the container;  
     99.FIG. 8 is a perspective view of the second embodiment of the system of the invention of the Parent Application showing the closed container, with the straps connected to a lift grid, and a bridle of a crane ready to lift the container;  
     100.FIG. 9 is a plan view taken along line  9 - 9  in FIG. 8, looking down on the top of the closed container, showing the perimeter of the top when the container is at rest on a support surface, with the lift grid ready to lift the container;  
     101.FIG. 10 is a perspective view of the second embodiment of the system of the invention of the Parent Application showing the closed container being lifted by the straps as the lift grid is raised by the crane;  
     102.FIG. 11 is a schematic plan view of the system of the invention of the Parent Application, showing various perimeters, including a perimeter of the loading frame, a vertical lift perimeter, an at-rest container perimeter, and a lifted-container perimeter;  
     103.FIGS. 12A through 12E are views of one corner of the container defined by walls, showing a transition containment section secured to the walls, and the flaps secured to the transition containment section, wherein the transition containment section is folded to form a tuck to securely close the top of the container;  
     104.FIGS. 13A through 13C are perspective views of the container being lifted, showing lift grid connectors applying substantially vertical forces to the straps and walls being substantially vertical;  
     105.FIGS. 14A and 14B are schematic views looking up at the bottom of two embodiments of the container, showing details of the straps crossing the bottom to divide the bottom into areas;  
     106.FIG. 15 is a plan view of the lift grid;  
     107.FIG. 16 is a cross sectional view taken along line  16 - 16  in FIG. 15, showing one lateral beam of the lift grid and a hook of the connector;  
     108.FIG. 17 is an elevational view taken along line  17 - 17  in FIG. 15, showing the hook of the connector;  
     109.FIG. 18 is a side elevational view of the container-lifter of the invention of the Parent Application showing a wall having one set of the straps secured thereto parallel to each other and extending in a continuous path to the bottom;  
     110.FIG. 19 is an end elevational view of the container-lifter shown in FIG. 18 illustrating another wall having another set of the straps secured thereto parallel to each other and extending in a continuous path to the bottom;  
     111.FIGS. 20 through 23 are plan views of the container during the folding of the flaps to close the top of the container;  
     112.FIGS. 24A and 24B are views of a roll-off container which may be used to transport the container-lifter of the invention of the Parent Application from a remediation site to a railroad siding;  
     113.FIGS. 25A and 25B are plan views of respective first and second embodiments of the container-lifter, showing how the container-lifter makes efficient use of the space and load-carrying capacity of a gondola car;  
     114.FIG. 26 is an elevational view of the gondola car;  
     115.FIG. 27 is a side elevational view of the first embodiment of the container-lifter of the invention of the Parent Application showing the first wall having one set of the straps secured to such wall and extending in a continuous path to the bottom;  
     116.FIG. 28 is an end elevational view of the first embodiment of the container-lifters shown in FIG. 27, showing an opposite wall having the set of the straps secured to the wall and extending in a continuous path to the bottom;  
     117.FIG. 29 is a plan view of the first embodiment of the container-lifter shown in FIGS. 27 and 28, showing the opposite walls with the set of the straps secured thereto parallel to each other and the flaps tied to close the top of the container-lifter;  
     118.FIG. 30 is a cross-sectional view of one of the walls taken along lines  30 - 30  in FIG. 18 showing a laminated sheet and a strap sewn to the sheet;  
     119.FIG. 31A is an elevational view of one embodiment of the lift grid shown in FIG. 1A;  
     120.FIG. 31B is an enlarged view of a portion of FIG. 31A showing the hook;  
     121.FIG. 32A is an elevational view of a second embodiment of the lift grid shown in FIG. 1B;  
     122.FIG. 32B is an enlarged view of a portion of FIG. 32A showing the hook;  
     123.FIGS. 33A, 33B, and  34  through  36  are diagrams of the steps of methods of the invention of the Parent Application;  
     124.FIG. 37A is a plan view of the bed of a truck which may be used to carry the container-lifters of the present invention;  
     125.FIG. 37B is a plan view of the bed of a truck which may be used to carry the container-lifters described above;  
     126.FIG. 38 is a plan view of a large sheet of material from which the container is made, showing the structure of the sheet prior to securing the straps to the container;  
     127.FIG. 39 is a cross-sectional view of one of the walls formed by multiple sheets, showing an inner sheet having a smooth surface, and an outer sheet connected to one of the straps;  
     128.FIG. 40 is a three dimensional view of the third embodiment of the container-lifter;  
     129.FIGS. 41A through 41D are three dimensional views of the third embodiment, illustrating a sequence of folding flaps of an inner container;  
     130.FIG. 41E is a plan view of the third embodiment illustrating a pattern of straps on the bottom of the container-lifter;  
     131.FIG. 41F is an end elevational view of the third embodiment, illustrating spacings between the straps;  
     132.FIGS. 42A through 46B show a fourth embodiment of the present invention in a preliminary sequence of separating an inner container from a flexible, liftable, outer, reusable container-lifter; FIG. 42A being an elevational view illustrating the flexible, liftable, reusable, outer container-lifter that has been placed on a bed of a standard lift-bed vehicle for transport to a location at which it is desired to unload a unit of bulk cargo; and FIG. 42B being a plan view illustrating the flexible, liftable, reusable, outer container-lifter placed on the bed of the vehicle in position for connection to a harness to hold the outer container-lifter on the bed as the bed is raised to unload an inner container that contains the unit of bulk cargo;  
     133.FIG. 43A is a partial elevational view similar to FIG. 42A, showing the harness secured to the outer container-lifter;  
     134.FIG. 43B is a partial plan view similar to FIG. 42B, showing the harness secured to the outer container-lifter;  
     135.FIG. 44A is an enlarged elevational view of a portion of the container-lifter shown in FIG. 42A, showing an opened, openable wall of the container-lifter;  
     136.FIG. 44B is a plan view of a portion the container-lifter shown in FIG. 42B, showing the openable wall having two corners opened;  
     137.FIG. 45A is a plan view similar to FIG. 42B, showing an edge of a fourth flap with a few loops untied from tie ropes to facilitate access to an area under the fourth flap;  
     138.FIG. 45B is an elevational view taken on line  45 B- 45 B in FIG. 45A, showing the edge of the fourth flap having the few loops untied from the tie ropes and illustrating third, second, and first flaps under the fourth flap;  
     139.FIG. 46A is a plan view taken along lines  46 A- 46 A in FIG. 45B, showing two second tie ropes secured to the second flap, extending through a respective second loop of the first flap, and showing the second tie rope untied from the second loop that is secured to the second flap;  
     140.FIG. 46B is an elevational view similar to FIG. 45B, showing the area under the fourth flap and under the third flap as providing access to the second tie rope secured to the second flap, wherein the second tie rope is shown extending past the second loop of the first flap, and untied from the second loop that is secured to the second flap;  
     141.FIG. 47 is a three dimensional view showing the openable second wall and openable second flap each opened, and the second wall moved with the second flap to a preliminary open position on a tailgate of the vehicle, and illustrating the outer container-lifter without the inner container;  
     142.FIG. 48 is a side elevational view showing a portion of the bed of the standard lift-bed vehicle, and showing the tailgate, covered by the second flap folded under the second wall, illustrating lift straps and rope ties also folded under the second wall;  
     143.FIG. 49 is a side elevational view showing the bed of the standard lift-bed vehicle tilted and the inner container having moved under the force of gravity onto the opened second wall and onto the opened second flap as the outer container-lifter is held on the bed against the force of gravity;  
     144.FIG. 50 is a side elevational view showing the inner container having moved under the force of gravity off the bed and almost completely off the tailgate, illustrating a wall of the inner container resting on the ground;  
     145.FIG. 51A is a side elevational view. showing the inner container having moved off the tailgate, illustrating the bed having been returned to a horizontal position after having urged the inner container to roll on the ground onto the top, and illustrating the outer container-lifter in a collapsed position (solid lines) awaiting disconnection from the harness and removal from the bed;  
     146.FIGS. 51B and 51C show a sequence of dumping loose bulk cargo from a flexible, liftable, outer, reusable container-lifter placed on a typical dump truck without an inner container; where FIG. 51B is a side elevational view of the opened container-lifter, showing the openable side wall having been opened and the loose bulk cargo starting to flow out of the container-lifter; and FIG. 51C is a side elevational view of the opened container-lifter, showing the openable side wall discharging the loose bulk cargo upon tilting of the bed of the dump truck;  
     147.FIG. 52 is a three dimensional view of the empty container-lifter, showing the releasable corners opened, and a slippery material on the bottom, on the openable wall, and on a flap attached to the openable wall to facilitate the movement of the inner container under the force of gravity off the bed and off the tailgate;  
     148.FIG. 53 shows one embodiment of a releasable corner closure of the openable wall, illustrating overlapping edges and a strand or lace holding the edges releasably closed;  
     149.FIG. 54A is a three dimensional view of another embodiment of the releasable corner closure in which the edges overlap in a prayer configuration and are held overlapped by the strand in a spiral stitch configuration;  
     150.FIG. 54B is a horizontal cross sectional view showing the spiral stitch configuration of the strand shown in FIG. 54A;  
     151.FIG. 55A is a horizontal cross-sectional view of another embodiment of the releasable corner closure in which the edges overlap in the prayer configuration and are held overlapped by the strand; the strand shown being inserted into holes in the edges;  
     152.FIG. 55B is a vertical cross sectional view taken on line  55 B- 55 B in FIG. 55A, showing a chain stitch configuration of the strand;  
     153.FIG. 56 is a horizontal cross-sectional view of another embodiment of the releasable corner closure in which the edges overlap in the prayer configuration and are held overlapped by the strand in a plural-lace configuration defined by many wire-retainer-type closures;  
     154.FIG. 57 is a three dimensional view of the container-lifter of the fourth embodiment, showing the releasable corner closures closed, and the container-lifter ready for use or re-use;  
     155.FIG. 58A is a plan view showing one of two sheets cut to appropriate dimensions to define a width of the container-lifter of the fourth embodiment, the sheet being one of two used to fabricate the container-lifter;  
     156.FIG. 58B is a plan view showing a second of two sheets cut to appropriate dimensions to define a length of the container-lifter of the fourth embodiment, the sheet being one of two used to fabricate the container-lifter;  
     157.FIG. 58C is a plan view showing that the sheets shown in FIGS. 58A and 58B are overlapped and sewn together along a stitch line;  
     158.FIG. 58D is a plan view showing a measurement made from the stitch line along each strap for a distance that ends at a point corresponding to the desired end of the coupling of the straps;  
     159.FIG. 58E shows looped couplings formed so as to end at the point, whereby the heights of the ends of the couplings are the same distance from the ground when the container-lifter of the fourth embodiment rests on the ground;  
     160.FIGS. 59-64 show a sequence of fabricating the inner container of the fourth embodiment, wherein:  
     161.FIG. 59 is a plan view illustrating a roll supplying a sheet which is pulled onto a table past a cutting station and a sewing station to make a first part of the inner container;  
     162.FIG. 60 is a plan view showing how ropes and loops are attached to respective flaps of the inner container;  
     163.FIG. 61 is an elevational view showing the first part folded onto itself with cut edges overlapping, and then sewn together;  
     164.FIG. 62 is a side elevational view showing the first part lifted so that the flaps and sides hang vertically so that an edge of the sides of the first part may be joined to a lip of second bottom part;  
     165.FIG. 63 is a plan view of FIG. 62 showing the first and second parts ready to be sewn together;  
     166.FIG. 64 is a three-dimensional view of the configuration of the first and second parts sewn together to define the inner container as a three dimensional container;  
     167.FIGS. 65-68 show a sequence of closing the inner container of the fourth embodiment after being loaded with the bulk cargo; and in which:  
     168.FIG. 65 is a side elevational view of two flaps provided with loops and ropes for tying the flaps securely over the unit of bulk cargo;  
     169.FIG. 66 is a side elevational view of two further flaps provided with loops and ropes for tying the flaps securely over the cargo;  
     170.FIG. 67 is a plan view of the inner container of FIG. 66 showing the ropes and loops tied to securely close the four flaps of the inner container over the cargo;  
     171.FIG. 68 is a plan view of the inner container showing the ropes and loops of the last flap to be tied, illustrating a particular flap tied last and in a particular orientation;  
     172.FIGS. 69A through 71 show a sequence by which the container-lifter is securely closed after loading of the cargo has been completed; wherein:  
     173.FIG. 69A is a plan view showing a first flap pulled across the container-lifter to cover the inner container;  
     174.FIG. 69B is a three-dimensional view showing a first tuck defined by the first flap pulled across the container-lifter;  
     175.FIG. 69C is an elevational view taken along line  69 C- 69 C in FIG. 69B, showing the tuck in relation to two other flaps;  
     176.FIG. 70A is a plan view showing a relatively short second flap pulled across the container-lifter;  
     177.FIG. 70B is a three-dimensional view showing a second tuck defined by the second flap pulled across the container-lifter;  
     178.FIG. 71 is a plan view showing a third flap pulled across the container-lifter;  
     179.FIG. 72 is a plan view showing a fourth flap pulled across the container-lifter and secured by ropes tied to loops;  
     180.FIG. 73A is a three-dimensional view of another embodiment of the loading frame in which hinges are provided to allow the sides to pivot outwardly to facilitate removal of the loaded container-lifter;  
     181.FIG. 73B is a side elevational view of a corner of the loading frame showing the one side pivoted on the hinges and held in an out position by chains; and  
     182.FIGS. 74 through 85 describe flow charts illustrating various operations in embodiments of the methods of the present invention.  
    
    
     DETAILED DESCRIPTION OF THE PRESENT INVENTION  
     General System Description  
     First and Second Embodiments  
     183. Referring now to the drawings, FIGS. 1A and 1B show respective first and second embodiments of a system  50 - 1  and  50 - 2  of the present invention for lifting a substantial volume and weight of bulk cargo  51  in a unit  52 . For ease of description, elements of the system  50  described with respect to the first embodiment have a “dash  1 ” (i.e., “- 1 ”) after the reference number, elements of the system described with respect to the second embodiment have a “dash  2 ” (i.e., “- 2 ”) after the reference number, and general descriptions of the system elements without regard to a particular embodiment have no dash number. Similarly, the third and forth embodiments are identified by a “dash  3 ” and “dash  4 ”, i.e., “- 3 ” and “- 4 ”, as in  50 - 3  and  50 - 4 . The volume (see FIG. 2, measured by a length L, a width W, and a height H) of each unit  52  of the embodiments of the system  50  (e.g., the first embodiment of the system  50 - 1  and of the second embodiment of the system  50 - 2 ) is less than the about 2,500 cubic foot volume of the interior of a gondola car  53  described above and shown in FIGS. 1A and 1B, but is substantially more than that of typical prior one and one tenth ton and three ton bags described above. FIG. 2 shows the dimensions L- 2 , W- 2 , and H- 2  of the second embodiment  50 - 2 . The bulk cargo  51  in the units  52  of the first embodiment  50 - 1  is shown, for example, as demolition debris  54  (see cut away in FIG. 1A), whereas the bulk cargo  51  in the units  52  of the second embodiment  50 - 2  is shown, for example, as dirt, gravel and other natural materials  56 - 2  (see cut away in FIG. 1B). In each case, while the bulk cargo  51  need not necessarily be hazardous material waste, the advantages of the present invention are especially applicable to bulk cargo  51  that is contaminated, as is hazardous material waste, and in particular to hazardous material waste that is contaminated by being radioactive, or by being covered with radioactive material.  
     184. The system  50  includes a lift device  57 , a lift grid  58 , a loading frame  59  (FIG. 2), and a container-lifter  62 , which includes a flexible container  63  and a lifter  64 . Each of the lift device  57 , the lift grid  58 , and the container-lifter  62  (with the container  63  and the lifter  64 ) have some features unique to the first embodiment  50 - 1  and to the second embodiment  50 - 2  of the system  50 . The lift device  57  may be a hoist (not shown) or a crane  66  (FIG. 1B) or a fork lift truck  67  (FIG. 1A). The lift device  57  is capable of lifting the units  52  of the bulk cargo  51  weighing as much as fifteen tons to heights of twenty feet, for example. A unit  52  of the bulk cargo  51  is contained within the container  63 . Considering the second embodiment  50 - 2  (FIG. 1B), the crane  66  has a hook  68  connected to a bridle  69  and the bridle  69  is connected to the lift grid  58 - 2 . The lift grid  58 - 2  distributes two vertical force components (see arrows  72 - 2  in FIG. 32A) to each of a plurality of connectors  73 - 2 , which in turn provide vertical forces (see arrow  74 - 2  in FIG. 32B).  
     185. Considering the first embodiment  50 - 1  (FIG. 1A), the fork lift truck  67  has two forks  77 , each designed to enter one of two pipes  78  connected to a similar lift grid  58 - 1 , which also distribute two vertical force components (see arrows  72 - 1  in FIG. 31A) among a plurality of similar connectors  73 - 1 , which in turn provide vertical forces (see arrows  74 - 1  in FIGS. 31A and 31B). Although the crane  66  is shown used with the second embodiment  50 - 2  and the fork lift truck  67  is shown used with the first embodiment  50 - 1 , the crane  66  and the fork lift truck  67 , and the respective lift grids  58 - 1  and  58 - 2 , may be used with the opposite embodiments  50 - 1  and  50 - 2 , respectively.  
     186. In FIGS. 1A and 1B, the lift grid  58  is shown mounting the connectors  73  in spaced relationship around a vertical-lift perimeter  81  (shown in short, dash-dash lines in FIG. 11). With the connectors  73  spaced along such vertical lift perimeter  81 , each connector  73  (or a hook  128  of the connector  73 ) is shown in FIGS. 10 and 13 A vertically (or very close to vertically) aligned with a lifted-container perimeter  82  (shown by longer, dash-dash lines in FIG. 11) of a container-lifter  62  of the system  50 . Such lifted-container perimeter  82  is inside, or smaller than, an at-rest-container perimeter  83  (shown by spaced, dash-dash lines) of the container-lifter  62 . Each container-lifter  62 - 1  and  62 - 2  includes one of the flexible containers  63  made from sheet-like material  84  (as shown, e.g., in FIG. 30) that defines a three dimensional enclosure  87 - 2  (FIG. 2) having an open top  88 - 2 , a length L- 1  or L- 2 , a width W- 1  or W- 2 , and a height H  1 - 1  or H- 2 . In each case, the length L is defined by respective first and second opposite walls  91  and  92 ; and the width W is defined by third and fourth opposite walls  93  and  94 , respectively. With the first and second walls  91  and  92 , respectively, being opposite to each other, and the third and fourth respective walls  93  and  94  being opposite to each other, FIGS. 23 and 29 show that there is a corner between each adjacent first wall and third wall  91  and  93 , respectively, (a corner  101 ), and between each adjacent first wall and fourth wall  91  and  94 , respectively, (a corner  102 ), and between each adjacent second wall and third wall,  92  and  93 , respectively (a corner  103 ), and between each adjacent second wall and fourth wall, respectively (a corner  104 ). Each container  63  has a bottom  106  (see FIG. 1B,  106 - 2 ) between the first, second, third and fourth walls  91 ,  92 ,  93 , and  94 , respectively. Flaps  107  are provided to close the top  88 .  
     187. The lifter  64  of the container-lifter  62  is secured to the container  63 . For the first embodiment  50 - 1  (FIGS. 1A, 27 and  28  ), the lifter  64 - 1  includes at least two straps  108 - 1 , each having a length (see dimension line LS 1  in FIG. 28) greater than twice the height H- 1  (FIG. 28) plus the length L- 1  (FIG. 27). The at least two straps  108 - 1  are referred to as a first set  11 - 1  (FIG. 29) of straps  108 - 1 , and in the specific example shown in FIGS.  1 A, and  27  through  29 , the first  111 - 1  set of straps  108 - 1  includes eight straps  108 - 1 .  
     188. For the second embodiment  50 - 2  shown in FIGS. 1B, 18,  19 , and  23 ), the lifter  64 - 2  includes at least four straps  108 - 2 , (e.g., shown as eight straps  108 - 2 ). The at least four straps  108 - 2  include both a first set  111 - 2  (FIG. 18) of straps  108  and a second set  112 - 2  (FIG. 19) of straps  108 - 2 . In the specific example shown in FIGS. 18 and 19, the first set  111 - 2  of straps  108 - 2  includes five straps  108 - 2  and the second set  112 - 2  of straps  108 - 2  includes three straps  108 - 2 . The straps  108 - 2  of the first set  111 - 2  have a length LS 1  (see dimension line LS 1  in FIG. 19) greater than twice the height H- 2  (FIG. 19) plus the length L- 2  (FIG. 18). The straps  108 - 2  of the second set  112 - 2  have a length LS 2  (FIG. 18) greater than twice the height H- 2  plus the width W- 2  (FIG. 19).  
     189. In each embodiment, the straps  108  of the first set  111  of straps  108  (i.e., at least two straps) extend in a continuous path P 1  (first set  111 ) or P 2  (second set  112 ). Referring to FIGS. 28 and 19 for the respective first and second embodiments of the container-lifter  62 - 1  and  62 - 2 , each strap  108  in the first set  111  in the continuous path P extends along and is secured to the first wall  91 , with each such strap  108  in the continuous path P 1  extending along and being secured to the bottom  106 , and each such strap  108  in the continuous path P 1  further extending along and being secured to the second wall  92  opposite to the first wall  91 .  
     190. Referring to FIG. 18 for the second embodiment of the container-lifter  62 - 2 , each strap  108 - 2  of the second set  112 - 2  in the continuous path P 2  extends along and is secured to the third wall  93 - 2 , with each such strap  108 - 2  in the continuous path P 2  extending along and being secured to the bottom  106 - 2 , and each such strap  108 - 2  in the continuous path P 2  further extending along and being secured to the fourth wall  94 - 2  opposite to the third wall  93 - 2 . The continuous paths P 1  and P 2  of such straps  108 - 2  in each respective set of straps  111 - 1  and  12 - 2  are parallel to each other as shown in FIG. 27 (first embodiment  50 - 1 ) and in FIGS. 18 and 19 (second embodiment  50 - 2 ). Also, the continuous path P of each of the straps  108  extends spaced from all of the corners  101  through  104 . In particular, as shown in FIGS. 27 and 18, for the respective first embodiment  50 - 1  and second embodiment  50 - 2 , there is an outer left strap  108 - 1 -OLC or  108 - 2 -OLC of the respective straps  108 - 1  or  108 - 2 . These outer left straps  108  extend in the respective continuous paths PI (FIGS. 28 and 19 ) along the first wall  91  nearest to the upper left corner  101  (formed by the first wall  91  and the third wall  93 , FIGS. 23 and 29) and are horizontally spaced by a distance CSL (FIGS. 29 and 23) from that corner  101 . Similarly, right outer straps  108 - 1 -ORC and  108 - 2 -ORC extend in the continuous path P  1  along the first wall  91  nearest to the other (upper right) corner  102  (formed by the first wall  91  and the fourth wall  94 ) and are horizontally spaced by a distance CSR (FIGS. 27 and 19 ) from that corner  102 .  
     191. Reference is made to the second set  112 - 2  of straps  108 - 2 . FIG. 23 shows a right outer strap  108 - 2 -ORC, and such strap extends in the continuous path P 2  (FIG. 18) along the third wall  93 - 2  nearest to the other corner  103 - 2  (formed by the third wall  93 - 2  and the second wall  92 - 2 ). Such right outer strap  108 - 2 -ORC is horizontally spaced by a distance CSR from that corner  103 - 2 . Similarly, a left outer strap  108 - 2 -OLC extends in the continuous path P 2  (FIG. 18) along the third wall  93 - 2  nearest to the other corner  101 - 2  formed by the first wall  91 - 2  and the third wall  93 - 2 . Such left outer strap  108 - 2 -OLC is horizontally spaced by a distance CSL (FIGS. 19 and 23) from that corner  103 - 2 . Each of the outer straps  108 - 1 -ORC and  108 - 1 -OLC, and  108 - 2 -ORC and  108 - 2 -OLC, is spaced from the respective corner  101 ,  102 ,  103 , or  104 . Each such strap  108  of the first set  111  of straps  108  has a first free length F 1  (FIGS. 28 and 19) extending past such first wall  91  and has a second free length F 2  extending past such second opposite wall  92 . Each such strap  108 - 2  of the second set  112 - 2  of straps  108 - 2  has a first free length F 3  (FIG. 18) extending past the third wall  93  and has a second free length F 2  extending past the fourth opposite wall  94 .  
     192. Each such strap  108  is provided with a coupling  114  at a free end  115  of the respective free length F 1 , F 2 , F 3 , and F 4  to facilitate connection of each strap  108  to one of the connectors  73  of the lift grid  58 . Such straps  108  and couplings  114  are made from strong material, so that such straps  108  and couplings  114  are capable of collectively applying to such container  63  more than a minimum total of six thousand pounds of force vertically, such as a total of in excess of twenty-thousand pounds in the second embodiment  50 - 2  of the container-lifter  62 - 2  (FIG. 1B). Such container  63  is made from such material as is capable of containing bulk cargo  51  weighing more than six thousand pounds, such as twenty-thousand pounds in the second embodiment of the container-lifter  62 - 2  when such straps  108 - 2  apply such force to such container  63 .  
     193. In FIGS. 13A through 13C, where the second embodiment of the container-lifter  62 - 2  is shown lifted from a support surface  116  (FIG. 7), a small acute angle (shown by arrow VA) indicates that the free lengths F 1 , F 2 , F 3 , and F 4  of the straps  108  may be off exact vertical as they hang from the connectors  73 . If not zero, the value of the acute angle VA depends on the type of the bulk cargo  51 , the weight of such cargo  51  in the container  63 , and the smoothness of the inner wall  117 . In the second embodiment of the container-lifter  62 - 2 , which is shown in FIGS. 13A through 13C carrying 25,560 pounds of bulk cargo  51  (four inch gravel), the acute angle VA was a maximum of ten degrees, for example.  
     194. The first embodiment of the container-lifter  62 - 1  is specially applicable to contain and lift bulk cargo  51  of the type described above as resulting from demolition of hazardous material waste sites commonly found at remediation sites such as those described above, e.g., demolition debris  54  in the form of concrete pillars and beams, and scrap steel. While such bulk cargo  51  need not necessarily be radioactive hazardous material waste, the advantages of the system  50 - 1  are especially applicable to such bulk cargo  51  as is described above as being contaminated by being radioactive, or by being covered with radioactive material. The demolition debris  54  (shown in FIG. 1A, and in dashed lines in FIG. 27) may have lengths DL (FIG. 27) which may correspond to (i.e., just less than) the length L- 1  of the first embodiment of the container  63 - 1 , for example. The container  63 - 1  of the first embodiment  50 - 1  of the system  50  is shown (FIGS. 1A, 27 and  29 ) having eight straps  108 - 1  spaced evenly (see equal dimensional arrows SS in FIG. 29) across the respective first wall  91 - 1  and second wall  92 - 1  and across the bottom  106 - 1  (FIG. 14A) from the third wall  93 - 1  to the fourth wall  94 - 1 . The first embodiment  50 - 1  is referred to as the demolition debris embodiment and may have the length L- 1  of seventeen feet, for example, and the width W- 1  (FIG. 28) of four feet, for example, and the height H- 1  of two feet, for example. The corners  101 - 1 ,  102 - 1 ,  103 - 1  and  104 - 1  are at the junctions of adjacent ones of the respective walls  91 - 1  and  93 - 1 ,  91 - 1  and  94 - 1 ,  93 - 1  and  92 - 1 , and  94 - 1  and  92 - 1 .  
     195. As shown in FIG. 29, with respect to the first wall  91 - 1 , each of the straps  108 - 1  of the first set  111 - 1  of straps  108 - 1  is evenly spaced by the distance SS from the next adjacent strap  108 - 1  along the respective first wall  91 - 1  and the second wall  92 - 1 . The term “evenly spaced” means that each strap  108 - 1  is spaced by the same distance SS from the next adjacent strap  108 - 1 . In FIG. 29, all of the straps  108 - 1  of the first set  111 - 1  are spaced from all of the corners  101 - 1 ,  102 - 1 ,  103 - 1 , and  104 - 1 .  
     196. As shown in FIG. 30 applicable to both the respective first and second embodiments of the container-lifter  62 - 1  and  62 - 2 , as the evenly spaced straps  108 - 1  of the first set  111 - 1  extend in the continuous paths P 1  across the first wall  91 - 1  and the bottom  106 , the straps  108 - 1  are secured to such wall  91 - 1  and bottom  106 - 1  (as by sewn threads  118 ) and thus are held having the even spacing SS.  
     197. Referring to FIG. 14A, with respect to the first embodiment  50 - 1 , as the straps  108 - 1  cross the bottom  106 - 1 , the straps  108 - 1  define a series of uniformly shaped first areas A- 1  of the bottom  106 - 1 . Each of such areas A- 1  is bounded by at least two adjacent ones of the straps  108 - 1  (shown in FIG. 14A as two), and the areas A- 1  have a width WA- 1  and a length LA- 1 . The widths WA- 1  extend completely across the width W (or WL) of the bottom  106 - 1 . The lengths LA- 1  are a fraction of the length L (or LL) of the container  63 - 1 , and correspond to the spacing SS  1  of the straps  108 - 2  relative to each other. Thus, the lengths LA- 1  are short relative to the value of the entire length LL of the bottom  106 - 1 .  
     198. As shown in FIGS. 1A, 14A,  31 A, and  31 B, the even spacing of the straps  108 - 1  across the first wall  91 - 1  and the second wall  92 - 1  and the bottom  106 - 1  enables the straps  108 - 1  to apply the vertical forces  74 - 1  from the connectors  73 - 1  to the bottom  106 - 1  uniformly across the bottom  106 - 1  so that each of the areas A- 1  (FIG. 14A) receives generally the same amount of vertical force  74 - 1  (FIG. 31B). Those generally equal amounts of vertical forces  74 - 1  applied to the first areas A- 1  are spaced from the corners  101 - 1 ,  102 - 1 ,  103 - 1 , and  104 - 1  by the respective distances CSL and CSR (FIG. 27). In this manner, the first areas A- 1 , on which most of the total weight of the bulk cargo  51  acts on the bottom  106 - 1 , directly receive the lifting forces in the form of the vertical forces  74 - 1 .  
     199. The second embodiment of the container-lifter  62 - 2  is generally applicable to bulk cargo  51  in the form of natural materials resulting from clean up of industrial sites, such as hazardous material waste sites (e.g., the remediation sites such as those described above). The natural materials include dirt, gravel, and other natural materials, for example. These materials are bulk materials as described above. While such bulk cargo  51  need not necessarily be radioactive hazardous material waste, the advantages of the system  50 - 2  are especially applicable to such bulk cargo  51  as is described above as being contaminated by being radioactive, or by being covered with radioactive material.  
     200. The container  63 - 2  of the second embodiment  50 - 2  (FIGS. 1B and 10) is shown having the first set  111 - 1  of straps  108 - 2  including five straps  108 - 2  spaced evenly across the respective first wall  92 - 2 , the second wall  92 - 2 , and the bottom  106 - 2 . Further, the container  63 - 2  of the second embodiment  50 - 2  is shown in FIGS. 14B and 19 having the second set  112 - 2  of straps  108 - 2 , including the three straps  108 - 2 , spaced evenly across the third wall  93 - 2 , the fourth wall  94 - 2 , and the bottom  106 - 2 . The second embodiment of the container-lifter  62 - 2  is referred to as a “ten ton” container-lifter  62 - 2 , which means that the container-lifter  62 - 2  has a rated capacity of carrying ten tons of bulk cargo  51 . For example, a prototype of the container-lifter  62 - 2  has been successfully tested carrying and lifting 25,560 pounds, and has a rated lift and containment capacity of ten tons. Referring to FIG. 2, the ten ton container-lifter  62 - 2  has a length dimension L- 2  of nine feet, a width dimension W- 2  of seven feet and a working, or loaded, height dimension H- 2  of four feet.  
     201. The corners  101 - 2 ,  102 - 2 ,  103 - 2  and  104 - 2  are provided in the container  63 - 2  of the second embodiment  50 - 2  in a manner similar to the first embodiment  50 - 1 . As shown in FIG. 14B, each of the straps  108 - 2  of the first set  111 - 2  of straps  108 - 2  is evenly spaced along the respective first and second walls  91 - 2  and  92 - 2  and is spaced from all of the corners  101 - 2 ,  102 - 2 ,  103 - 2  and  104 - 2  (FIGS. 14B and 23). As shown in FIG. 23, along the first wall  91 - 2 , outer straps  108 - 2 -OLC and  108 - 2 -ORC of the first set  111 - 2  are spaced from the respective corners  101 - 2  and  102 - 2  of the first wall  91 - 2 . Along the second wall  92 - 2 , those same outer straps  108 - 2 -OLC and  108 - 2 -ORC of the first set  111 - 2  are spaced from the respective corners  103 - 2  and  104 - 2  of the second wall  92 - 2 .  
     202. Similarly, each of the straps  108 - 2  of the second set  112 - 2  of straps  108 - 2  is evenly spaced along the third and fourth walls  93 - 2  and  94 - 2 , respectively, and is spaced from all of the corners  101 - 2 ,  102 - 2 ,  103 - 2  and  104 - 2 . Along the third wall  93 - 2 , outer straps  108 - 2 -OLC and  108 - 2 -ORC of the second set  112 - 2  are spaced from the respective corners  101 - 2  and  103 - 2  of the third wall  93 - 2 . Along the fourth wall  94 - 2 , those same outer straps  108 - 2 -ORC and  108 - 2 -OLC of the second set  112 - 2  are spaced from the respective corners  102 - 2  and  104 - 2  of the fourth wall  94 - 2 .  
     203. As shown in FIG. 14B, as the evenly spaced straps  108 - 2  of the first set  111 - 2  of straps extend in the continuous paths P 1  and P 2  from the respective first wall  91 - 2  and second wall  92 - 2  across the bottom  106 - 2 , the straps  108 - 2  are secured to such walls  91 - 2  and  92 - 2 , respectively, and to the bottom  106 - 2  and thus are held evenly spaced (see arrows SS 1 ) and define a series of uniformly shaped first areas A- 2  of the bottom  106 - 2  (see dashed lines in FIG. 14B showing one such first area A- 2 ) of the container  63 - 2 . Each of such first areas A- 2  is bounded by at least two adjacent ones of the straps  108 - 2  of the first set  111 - 2  extending across the bottom  106 - 2  from the first wall  91 - 2  to the second wall  92 - 2 . The first areas A- 2  have a width WA- 2  and a length LA- 2 . The widths WA- 2  extend completely across the width W of the bottom  106 - 2  of the container  63 - 2 , whereas the lengths LA- 2  are a fraction of the length L (FIG. 18) of the container  63 - 2 .  
     204. In the second embodiment  50 - 2 , different from the first embodiment  50 - 1 , the first areas A- 2  defined between the straps  108 - 2  of the first set  111 - 2  are divided into smaller, second areas A- 3  by the straps  108 - 2  of the second set  112 - 2 . Thus, as also shown in FIG. 14B, as the evenly spaced straps  108 - 2  of the second set  112 - 2  of straps  108 - 2  extend in the continuous paths P 2  (FIG. 18) across the bottom  106 - 2  from the third wall  93 - 2  to the fourth wall  94 - 2 , these straps  108 - 2  are secured to such respective walls  93 - 2  and  94 - 2 , and to the bottom  106 - 2 , and thus are held evenly spaced (see arrows SS 2 ) and divide the many uniformly shaped first areas A- 2  of the bottom  106 - 2  into the smaller, second areas A- 3 . Each of such second areas A- 3  is bounded by a strap grid  119  defined by four adjacent ones of the straps  108 - 2 , two straps  108 - 2  of the first set  111 - 2  extending from the first wall  91 - 2  to the second wall  92 - 2 , and two straps  108 - 2  of the second set  112 - 2  extending from the third wall  93 - 2  to the fourth wall  94 - 2 . The second areas A- 3  have a width WA- 3  and the length LA- 2 . The widths WA- 3  are a fraction of the width W of the container  63 - 2  and the lengths LA- 2  are a fraction of the length L- 2  of the container  63 - 2 .  
     205. As shown in FIG. 18, there are the even spacings SS 1  of the straps  108 - 2  of the first set  111 - 2  across the first wall  91 - 2 . As shown in FIG. 14B, the even spacing SS 1  of the straps  108 - 2  continues on the opposite second wall  92 - 2  and on the bottom  106 - 2 . As shown in FIG. 19, there are the even spacings SS 2  of the straps  108 - 2  of the second set  112 - 2  across the third wall  93 - 2 . As shown in FIG. 14B, the even spacing SS 2  of the straps  108 - 2  continues on the opposite fourth wall  94 - 2  and on the bottom  106 - 2 . These even spacings SS 1  and SS 2  result in the lengths LA- 2  being short relative to the value of the entire length L- 2  of the bottom  106 - 2 , and result in the widths WA- 3  being short relative to the value of the entire width W- 2  of the bottom  106 - 2 . Such even spacings SS 1  and SS 2  enable the straps  108 - 2  of the first set  111 - 2  and of the second set  112 - 2  to apply the vertical forces  74 - 2  (FIG. 32B) to the bottom  106 - 2  uniformly across both the length L- 2  and the width W- 2  of the bottom  106 - 2  so that each of the second areas A- 3  receives generally the same amount of vertical force  74 - 2  from the straps  108 - 2  of the first set  111 - 2  and of the second set  112 - 2 . Those generally equal amounts of vertical forces  74 - 2  applied by the strap grids  119  to the second areas A- 3  are spaced from the corners  101 - 2 ,  102 - 2 ,  103 - 2  and  104 - 2 . As seen in FIG. 14B, the value of the areas bounded by the two outer straps  108 - 2 -OCR and  108 - 2 -OCL and the bottom  106 - 2  toward the respective corners  101 - 2 ,  102 - 2 ,  103 - 2 , and  104 - 2 , are less than the second areas A- 3 , such that the walls that form the corners, and such two outer straps  108 - 2 -OCR and  108 - 2 -OCL provide enough vertical force  74 - 2  to lift the corners of the bottom  106 - 2 .  
     206. The container-lifter  62  may be foldable for shipment to the remediation site, for example, for loading. By folding the exemplary seven foot width of the container-lifter  62 - 2  in half, and then folding the exemplary nine foot length in thirds, the entire container-lifter  62 - 2  will fit into an exemplary volume of fourteen cubic feet having an exemplary length of four feet and an exemplary width of three and one-half feet and a height of one foot. Each embodiment of the container-lifter  62 - 1  and  62 - 2  may be unfolded from such folded arrangement and held in an open, load-receiving position by the loading frame  59  as shown in FIGS. 2 through 7. FIG. 7 shows the loading frame  59  including a continuous horizontal top frame  120  spaced from the ground  116  by a distance HF. The top frame  120  defines a loading perimeter  121  (FIG. 11). The loading frame  59  is set on the ground or other support surface  116 , and may be used to define the three-dimensional enclosure  87  of the container  63 , such as the outer enclosure  172  (see FIG. 2, and description below), or to define the inner enclosure  171  (see FIG. 2, and description below) within such outer enclosure  172 . As an example, FIGS. 2 through 7 show the inner enclosure  171  within the outer enclosure  172 . In either case, the walls  91  through  94  and the bottom  106  are placed in the loading frame  59  with the bottom  106  on the surface  116 , and with the flaps  107  open and extending over the horizontal top frame  120  of the loading frame  59  (FIGS. 2 through 4). The straps  108  also drape over the top frame  120 . The horizontal top frame  120  and the draping flaps  107  and straps  108  hold the walls  91  through  94  vertical, and the bottom  106  remains horizontal on the surface  116  ready to receive the bulk cargo  51 . In the case shown in FIGS. 2 through 7, these operations are performed with the outer enclosure  172 , and then with the inner enclosure  171 , to provide the inner enclosure  171  inside the outer enclosure  172 .  
     207. A bulk material loader  122  (FIG. 3), such as a front loader having a bucket  123  dimensioned as described above, brings bucket loads  124  of the bulk material  51  to the open container  63  (or to the open inner enclosure  171 ). Because of the nine foot length L- 2  and the seven foot width W- 2  of the exemplary container-lifter  62 , the front end loader  122  may easily be operated to drop the bucket loads  124  directly into the container  63  without spilling the bulk cargo  51 . Loading continues until the level of the bulk cargo  51  in the container  63  reaches a load line  127  (FIG. 2) shown by generally horizontal, dash dot dash lines (which are shown as dash lines where the load line  127  is hidden in FIG. 2). The container  63  is shown in FIG. 4 filled with the bulk cargo  51  to the load line  127 , which is now hidden by an upper surface  51  S of the unit  52  of the bulk cargo  51 . At this time, the loading of the unit  52  of the bulk cargo  51  is complete, and the flaps  107  are closed securely (FIG. 7). The loaded container  63  at rest on the ground  116  with the flaps  107  tied closed has the at-rest-container perimeter  83  (FIG. 11), which is larger than the lifted-container perimeter  82  (FIG. 11) of the container-lifter  62  as it is being lifted (FIGS. 10, 1A, and  1 B).  
     208. Referring to FIG. 8, as appropriate for the particular embodiment  50 - 1  or  50 - 2 , the lift grid  58  for that embodiment is moved by the crane  66  or fork lift truck  67  over the at-rest loaded container-lifter  62 . With each connector  73  spaced around the vertical-lift perimeter  81  of the lift grid  58 , the lift grid  58  is positioned to locate each connector  73  within the at rest-container perimeter  83 . Each connector  73  is connected to a respective coupling  114  of the lifter  64 . Each coupling  114  may be a loop at the free end  115  of each strap  108 . To make this connection, the loop  114  is draped over one of the hooks  128  of the connector  73 . The crane  66  (or the forks  77  of the fork lift truck  67 ) is operated to slowly raise the lift grid  58  and place each strap  108  in tension under the action of the vertical force  74 . Continued raising motion of the lift grid  58  is effective to apply to the straps  108  the vertical lifting forces  74 , which collectively are enough to lift the loaded container  63  off the surface  116  as far as is necessary to allow the container-lifter  62  to be moved over a vehicle, such as the gondola car  53  shown in FIGS. 1A and 12. With the container-lifer  62  lifted and vertically aligned with a top opening  129  of the gondola car  53 , the crane  66  (or the fork lift truck  67 ) then lowers the lift grid  58 , and hence the loaded container  63 , until the bottom  106  of the container  63  rests on the floor  131  of the gondola car  53 , for example.  
     209. Methods of the Present Invention  
     First Embodiment of the Methods  
     210. Referring to FIG. 33A, a first method of the present invention defines the unit  52  of the bulk cargo  51 , as having a weight in excess of three tons, for example, and lifts the unit  52  of bulk cargo  51 . The method includes a step  201  of providing the bulk cargo unit container  63  made from the sheet-like material  84  (FIG. 30) that defines the three dimensional enclosure  87  having the open top  88 , the plurality of opposite walls  91  through  94 , and the bottom  106 . The container  63  defines a volume sufficient to contain in excess of three tons of the bulk cargo  51 . A further step  202  provides the container with the lifter  64  in the form of the plurality of the straps  108 . As shown in FIGS. 27, 14A and  28 , each of the straps  108  extends in the continuous path P 1  along and secured to one of the opposite walls (e.g., to wall  91 ) and extends in the continuous path P 1  along and secured to the bottom  106  and extends in the continuous path P 1  along and secured to another of the opposite walls (e.g., the second wall  93 ). Each of the straps  108  has one of the free lengths F 2  extending past the one wall  91  and has one of the second free lengths extending past the other wall  92 . The continuous paths P 1  of each of the straps  108  are parallel to each other, and the straps  108  are in such number and are made from high tensile strength material  132  (FIG. 30) so that the straps  108  are capable of collectively applying to the container  63  more than six thousand pounds of the vertical forces  74 .  
     211. In a further aspect of the method, as shown in FIG. 33B, another step  203  places the bottom  106  of the container  63  on the support surface  116 . Then, through the open top, a loading step  204  loads into the open top  88  of the container  63  the unit  52  of bulk cargo  51  having the weight in excess of three tons, and closes the open top  88 . In step  205 , the forces  74  are applied to the free ends  115 . The forces  74  are substantially in a vertical direction and collectively sufficient to lift the container  63  off the surface  116 . The container  63 , and the bulk cargo  51  having a contained weight in excess of three tons, are lifted off the surface  116 . Another aspect of the methods is a step  206  (FIG. 33B) of providing the two separate sets  111  and  112  of such straps  108 , one set  111  on the first and second walls  91  and  92 , respectively, and across the bottom  106 ; and the second set  112  on the third and fourth walls  93  and  94 , respectively, and across the bottom  106 . The straps  108  of the first set  111  and of the second set  112  each cross the bottom  106  and intersect at right angles with respect to each other to form the grid  119  and the uniform areas A- 3  of the bottom  106 .  
     Second Embodiment of the Methods  
     212. Another aspect of the methods of the present invention is shown in FIG. 34 by a second method embodiment in which the unit  52  of bulk cargo  51  having a weight in excess of three tons is both contained and lifted. The method includes the step  211  of providing at least one central lift point to which at least one lifting force  72  is applied (e.g., via the crane  66 ). In step  212 , a bulk cargo unit container  63  is provided in the form of the flexible container  63  made from the sheet-like material  84  that defines the three dimensional enclosure  87  having the open top  88  (with the flaps  107 ), the plurality of opposite walls  91  through  94 , and the bottom  106 . Such container  63  defines a volume sufficient to contain in excess of three tons of the bulk cargo  51 . The container  63  is provided with the straps  108 , each of the straps  108  extending in the continuous path P 1  along and secured to the opposite walls (e.g.,  91  and  92 ) and extends in the continuous path P 1  along and is secured to the bottom  106 . Each of the straps  108  has one of the free ends  115  above the wall  91  or  92 . The continuous paths P 1  of each of the straps  108  are parallel to each other, and are in such number and are made from the material  132  capable of enabling the straps  108  to collectively apply to the container  63  more than six thousand pounds of the vertical forces  74 . The vertical lifting force of the force components  72  is divided in step  214  into a plurality of the substantially vertical upward forces  74 . The plurality of substantially vertical upward forces  74  are simultaneously applied in step  215  to each of the free ends  115  of each of the straps  108  to cause the straps  108  to apply the substantially vertical upward forces  74  to the container  63  and lift the container  63  off the support surface  116 .  
     Third Embodiment of the Methods  
     213. Another aspect of the methods of the present invention is shown in FIG. 35 by a third method embodiment in which individual units  52  of the bulk cargo  51  formed by the first embodiment of the container-lifter  62  are both contained and lifted, and are efficiently loaded into the standard gondola car  53  described above. FIGS. 25A and 25B show the gondola car  53  with a given length GL in a direction of transport (see arrow T), a given width GW transverse to the direction of transport T, and a given height GH. The gondola car  53  has a net load weight capacity of about  100  tons. The method includes the step  221  of dividing the bulk cargo  51  into a plurality of the units  52  each having a unit width dimension. As the forces  74  are applied to the bulk cargo  51  during lifting, the unit width dimension varies from an “at-rest” width WAR (FIGS. 29 and 25A) having a value about equal to one-half of the given width GW, to a “lifted-width” WL having a value less than about one-half of the given width GW of the gondola car  53 . The units also have a unit length dimension which is a fraction (such as one-third) of the given length GL and varies from an “at-rest” length LAR (FIGS. 25A and 29) having a value greater than the value of a “lifted” length LL (FIG. 14A) to a “lifted-length” LL having a value less than about one-half of the given length GL of the gondola car  53 . The units  52  have an “at-rest” height HAR (similar to that shown in FIG. 8 with respect to the units  52  of the second embodiment  50 - 2 ) having a value less than a “lifted” height HL (FIG. 1A), wherein both the heights HAR and HL are less than the height GH (FIG. 26) of the gondola car  53 .  
     214. The at-rest width WAR may be four feet and fits into the seven and one-half foot width WT of the bed  134  of a standard tandem dump truck  136  (FIG. 37A) or the seven and one-half foot wide bed  137  of a semi-trailer truck  138  (FIG. 37B). The at-rest length LAR of about seventeen feet is just less than the eighteen foot length LT 1  of the bed  134  of such standard tandem dump truck  136 , such that one unit will fit into such bed  134 . The at-rest length LAR is a whole number multiple (e.g.,  2 ) of the length LT 2  of the bed  137  of the semi-trailer truck  138 , such that two units  52  will fit end-to-end into the trailer bed  137 . In the example shown for the third method embodiment, the weight of the bulk cargo  51  of each of the units  52  will vary according to the nature of the demolition debris  54 , but will not exceed ten tons, so that the net weight capacity of such trucks is not exceeded.  
     215. A step  222  of the method also lifts a first of the units  52  to provide the unit  52  with the lifted width WL and lifted length LL dimensions. By a step  223 , the lifted unit  52  is placed in the gondola car  53  with the lifted length LL parallel to the direction of travel T and the lifted width WL transverse to such direction T. Step  224  repeats the lifting step  222  and the placing step  223  in succession with respect to all of the other units  52  of the plurality of units, such that each next unit  52  is placed in the gondola car  53  adjacent to and touching the next previous unit  52  that was placed into the gondola car  53 , first in a side-by-side relationship, and then in an end-to-end relationship. The step  224  of repeating the respective lifting and placing steps  222  and  223  is repeated until the gondola car  53  is filled with two six-unit layers of the units  52 . As each of the units  62  is placed on the floor  131  of the gondola car  53 , the unit  52  assumes the at-rest dimensions WAR and LAR. Since the gondola car  53  has the width GW of nine and one-half feet and the length GL of fifty-two and one-half feet, two rows of the units  52  with the at-rest widths WAR easily fit into the width GW. Also, three of the units  52  having an at-rest length LAR easily fit into each of the two rows in the gondola car  53 .  
     216. By the third embodiment of the method, one further aspect of the efficient transport is provided in that there is efficient transfer of the bulk cargo  51  into the gondola car  53 . The lift-liner  62  divides the bulk cargo  51  at the point of origin into the units  52  for transport. In this context, such efficient transport means that it takes a minimum number of operations of the crane  66 , for example, to fill the volume of the gondola car  53  with the lift-liners  62 . In the example of the second embodiment of the container-lifter  62 - 2 , with only seven lift-liners  62  easily filling the volume of the gondola car  53  and using seventy percent of the weight-carrying capacity of the gondola car  53 , as compared to the twenty-two Love Canal bags that fit in the volume of the gondola car  53 , the fifteen crane operations are saved in only loading seven lift-liners  62  to fill the volume of the gondola car  53 .  
     217. In the example of the demolition debris lift-liner  62 - 1  having a footprint of four feet by seventeen feet, twelve demolition debris lift-liners  62 - 2  can easily fit in the volume of the gondola car  53  and result in use of sixty-five percent of the weight-carrying capacity of the gondola car  53 . As compared to the twenty-two Love Canal bags that fit into the volume of the gondola car  53 , ten crane operations are saved in only loading the twelve demolition debris lift-liners  62  to fill the volume of the gondola car  53 .  
     Fourth Embodiment of the Methods  
     218. Another aspect of the methods of the present invention is shown by a fourth method embodiment in which individual units  52  of bulk cargo  51  formed by the second embodiment of the container-lifter  62 - 2  having a weight in excess of three tons (and preferably ten tons) are both contained and lifted, and are efficiently loaded into a standard gondola car  53  described above. The gondola car  53  has the same dimrensions and net load weight-carrying capacity as described above. Referring to FIG. 36, the method includes the step  231  of dividing the bulk cargo  51  into a plurality of the units  52 . During lifting, the unit length dimension may vary from the “at-rest” length LAR, which for the second embodiment of the container  63 - 2  has a value about equal to the given width GW. Also referring to FIGS. 25A and B, the “lifted-length” LL of such unit  52  has a value less than the given width GW of the gondola car  53 . The units  52  also have a unit width dimension which is a smaller fraction of the given length GL than the first embodiment of the container  63 - 2  During lifting, such unit width dimension varies from an “at-rest” width WAR having a value greater than the value of the “lifted” width WL. The units  52  have an “at-rest” height HAR having a value less than a “lifted” height HL, wherein both the heights HAR and HL are less than the height GH of the gondola car  53 .  
     219. In the second embodiment, the at-rest length LAR will fit in the width WT of the bed  134  of the standard tandem dump truck  136  (FIG. 37A) or the bed  137  of the semi-trailer truck  138  (FIG. 37B). The at-rest length LAR is a whole number multiple of the length LT of the bed  134  of such standard tandem dump truck  136 , such that two units  52  will fit into such bed  134 . The at-rest length LAR is also a whole number multiple of the length LT of the bed  137  of the semi-trailer truck  138 , such that three units  52  will fit into the semi-trailer truck  138 . In the example shown for the fourth method embodiment, the weight of the bulk cargo  51  of each of the units  52  is ten tons, for example, so the weight-carrying capacities of such trucks  136  and  138 , respectively, are not exceeded.  
     220. Step  232  of the method also lifts a first of the units  52 . The unit  52  assumes the lifted width WL and lifted length LL dimensions. In step  233  the lifted unit  52  is placed in the gondola car  53  with the lifted length LL transverse to the direction of travel T and the lifted width parallel to such direction T. In step  234 , by repeating the respective lifting and placing steps  232  and  233  in succession with respect to all of the other units  52  of the plurality of units, each next unit  52  is placed in the gondola car  53  adjacent to and touching the next previous unit  52  that was placed into the gondola car  53 . This step  234  of lifting and placing is repeated until the volume of the gondola car  53  is filled with the units  52 . As each of the units  52  is placed on the floor  131  of the gondola car  53 , the unit  52  assumes the at-rest dimensions WAR and LAR. The at-rest length LAR easily fits into the width GW. Also, seven of the units  52  having an at-rest width WAR easily fit into the volume of the gondola car  53 .  
     221. Another aspect of efficient transport is provided when as much as possible of the load capacity of the gondola car  53  is used. For transporting hazardous material waste and radioactive hazardous material waste as the bulk cargo  51  with the described containment and lift, and with all of the other aspects of efficient transport, the seventy percent achieved with the second embodiment of the lift-liner  62  is acceptable.  
     222. Further Descriptions  
     First Embodiment of the System  50 - 1   
     223. Referring now in greater detail to FIG. 1A of the drawings, the first embodiment of the system  50 - 1  is shown for lifting the substantial volume and weight of the bulk cargo  51  in the unit  52 . The density of the bulk cargo  51  in the form of the demolition debris  54  varies according to the type of debris and the amount of any one kind of such debris that is in the unit  52 . In general, the weight of the demolition debris  54  in an exemplary seventeen by four by two foot container  63 - 1  is from ten to twenty thousand pounds.  
     224. As shown in FIG. 25A, with one layer of six of the container-lifters  62 - 1  shown in the gondola car  53 , the volume of each unit  52 - 1  is less than the volume of the interior of the gondola car  53  described above and shown in FIG. 1A, but substantially more than the volume or weight of the typical prior one ton, or three ton (Love Canal) bags (not shown). A second layer of six of the container-lifters  62 - 1  is placed on the first row.  
     First Embodiment of Lift Device  57 - 1   
     225. The lift device  57 - 1  of the first embodiment  50 - 1  is shown in FIG. 1A as the fork lift truck  67  type of hoist, which is capable of lifting the units  52  of the bulk cargo  51  weighing as much as fifteen tons to heights of twenty feet, for example. The fork lift truck  67  has the two forks  77  and columns (or masts)  141  on which a base (not shown) of the two forks  77  moves up and down to raise and lower the forks  77 . Each fork  77  is designed to enter one of the two pipes  78 , or other hollow member, that are connected to the lift grid  58 - 1  for applying the vertical force components  72  to the lift grid  58 - 1 .  
     First Embodiment of Lift Grid  58 - 1   
     226. Referring to FIGS. 1A, 31A, and  31 B, the first embodiment of the lift grid  58 - 1  is shown receiving the vertical force components  72  from the fork lift truck  67  via the two pipes  78 - 1 , and distributing the vertical force components  72  from the forks  77  to a plurality of the connectors  73 - 1 . The pipes  78  are welded or otherwise secured to two longitudinal beams  143  which extend in the longitudinal (or length L) direction of the container  63 - 1 . The pipes  78 - 1  are centered between opposite ends of the beams  143  so that the weight of the bulk cargo  51  will be balanced from end-to-end as the fork lift truck  67  raises the lift grid  58 - 1 . The beams  143  are also welded (or otherwise secured to) a series of lateral (or spreader) beams  144  that extend in the direction of the width W of the container  63 - 1 . The lateral beams  144  are spaced by equal distances S 1  that correspond to the distances SS 1  by which the straps  108  are spaced along the first wall  91 - 1  and the second wall  92 - 1  of the first embodiment of the container  63 - 1 . Thus, for each strap  108 - 1  that is secured to the first wall  91 - 1  and the second wall  92 - 1  of the container  63 - 1 , there is also one lateral beam  144 . Opposite ends  146  (FIG. 15) of the lateral beams  144  define the vertical-lift perimeter  81  (FIG. 11) of the lift grid  58 - 1 . One of the connectors  73 - 1  is secured to each such opposite end  146 . As shown in FIGS. 11, 31A, and  31 B, each connector  73 - 1  is vertically aligned with the lifted-container perimeter  82  of the container-lifter  62 - 1  of the system  50 - 1  and with a loop  114 - 1  of the straps  108 - 1 . The lifted-container perimeter  82  is shown slightly outward of the vertical-lift perimeter  81  for clarity of illustration. Such lifted-container perimeter  82  is inside, or smaller than, the at-rest-container perimeter  83  of the container-lifter  62 - 1 . Referring to FIG. 31B, the connectors  73 - 1  may be in the form of the hooks  128 - 1  bolted to the opposite ends  146  of the lateral beams  144 .  
     227. It may be understood that the pipes  78  receive the vertical force components  72  from the forks  77 . The pipes  78  transfer, or distribute, the vertical force components  72  through the longitudinal beams  143 , which further distribute the plural vertical force components  72  to the lateral beams  144 . The lateral beams  144  further distribute the many vertical force components  72  to the ends of the lateral beams  144  at which the connectors  73 - 1  are located. In this manner, the original two vertical force components  72  from the two forks  77  are distributed to each of the hooks  128 - 1  of the connectors  73 - 1  as a separate one of the vertical forces  74 - 1 . The two vertical force components  72  become a number of the vertical forces  74 - 1  corresponding to twice the number of the straps  108 - 1  secured to the container  63 - 1  of the container-lifter  62 - 1 , which number is equal to the number of free ends  115  of the straps  108 - 1 .  
     228. Alternatively, the longitudinal beams  143  shown in FIG. 1A may be spaced further apart to coincide with the vertical lift perimeter  81  (FIG. 11). Also, only two lateral beams  144  may be used, and spaced apart to the ends  147  of the longitudinal beams  143  to coincide with the vertical lift perimeter  81  (FIG. 11). The connectors  73  (via the hooks  128 ) are secured to the longitudinal beams  143  and the lateral beams  144 , which define a rectangle coinciding with the vertical lift perimeter  81 .  
     229. It may be understood that the lift grid  58  serves to evenly distribute the vertical force components  72 , which may be called “primary force components”, so that the many vertical force components  74 , which may be called “secondary force components”, are provided at the vertical lift perimeter  81 . The lift perimeter  81  is spaced horizontally away from the primary force components. Thus, as the lift grid  58  performs the distribution, the primary force or forces  72  are divided into many secondary ones of the vertical forces  74 , and provide those secondary vertical forces  74  substantially vertically aligned with the container perimeters  82  and  83 . The lift grid  74  also serves to apply those secondary vertical forces  74  separately to the connectors  73 , which serve to connect the secondary vertical forces  74  to the couplings  114 . The couplings then, serve to receive the secondary forces  74  and separately apply the secondary forces  74  to the container  63  along the separate continuous paths P 1  and P 2 .  
     Embodiments of the Container  
     230. Both the first embodiment of the container-lifter  62 - 1  and the second embodiment of the container-lifter  62 - 2  includes the flexible container  63  For each embodiment, the sheet-like material  84 , or sheet, defmes the three dimensional enclosure  87 - 1  or  87 - 2  as having an inside  151  (FIGS. 24A and 3) of the container  63  and an outside  152  (FIGS. 24A and 19 ) of the container  63 . The sheet  84  may be provided for each embodiment  87 - 1  or  87 - 2  formed from one laminated sheet  153 , or may be two separate sheets  154  and  156 , one of which nests within the other. For economy of description, the first embodiment  50 - 1  is shown using one sheet  84  (referred to as the laminated sheet  153 ) and the second embodiment  50 - 2  is shown using the sheet  84  in the form of the separate inner sheet  154  and the separate outer sheet  156 .  
     Laminated Sheet  153  of the Container  
     231. Considering the laminated sheet  153  that forms such enclosure  87 - 1  or  87 - 2 , FIG. 30 shows the laminated sheet  153  including a plurality of layers, such as an inside layer  157  and an outside layer  158 . The inside layer  157  defines the inside  151  (FIG. 24A) and the outside layer defines the outside  152 . The inside layer  157  is made from high density material having a smooth surface  160 - 1 . The inside layer may be made, for example, from semi-rigid high density polyethylene sheet-like material. In a preferred embodiment, the inside layer  157  is forty mils thick, has a high puncture resistance of eighty (measured per ASTM D 4833), and a strength at break of one hundred sixty pounds per square inch. The inside layer  157  may be supplied by Ploy Flex, Inc., of Grand Prairie, Tex. as a smooth HDPE geomembrane. It may be understood, then, that the inner layer  157  serves to provide the smooth surface  160  which allows the bulk cargo  51  to settle, or flow to the lowest point, in the container  63  immediately upon being loaded into the container  63 . The inner surface  160  thus serves to reduce friction at the inside of the walls  91  through  94  as the bulk cargo  51  settles, so as to minimize the formation of air pockets which might otherwise form in the container if the bulk cargo  51  adheres to the walls. The smooth surface thus serves to prevent subsidence.  
     232. The outside layer  158  may be made, for example, from certain heavy woven and coated flexible polyolefin sheet-like materials which have a bursting strength of  865  pounds per square inch (Mullen burst, per ASTM D 3786-87). Such polyolefin materials include polyvinylchloride, polyester, polypropylene, and polyethylene. The outside layer  158  is supplied by Intertape Polymer, Inc., of Truro, Nova Scotia as a NOVA-THENE IBC fabric. The laminated sheet  153  is formed from the inside layer  157  and the outside layer  158  by joining such layers using heat and adhesive, for example.  
     233. It may be understood, then, that the inner layer  157  and the outer layer  158  serve the flnctions of the walls  91  through  94 , and provide a leak-resistant liner for the vehicle which is used to carry the lift-liner  62 , such as the gondola car  53 . The inner layer  157  and the outer layer  158  also serve to enable the lift-liner  62  to be economically disposable because the cost thereof, combined with the cost of the straps  108  and the thread  118 , is substantially less than that of the used S/L IMCs, for example.  
     Multi-Sheet Embodiment of the Container  
     234. Considering the multi-sheet embodiment of the sheet  84  that may be used to form such enclosure  87 - 1  or  87 - 2 , FIG. 39 shows the inner (or first) sheet  154 - 2  defining the inside  151  of the container  63  and the outer (or second) sheet  156 - 2  defining the outside  152  of the container  63 . The first sheet  154  is made from high density material having a smooth surface  160 - 2 . As an example, the first sheet  154 - 2  may also be made from the same semi-rigid high density polyethylene sheet-like material as is used to make the inside layer  157 . The second sheet  156  may also be made, for example, from one of the same heavy woven and coated flexible polyolefin sheet-like materials as are used to make the outside layer  158 .  
     235. Other aspects of efficient transport are provided when the lift-liner  62  that forms or defines the unit  52  of the bulk cargo need not be used with a dedicated transport vehicle, such as a dedicated IMC (not shown). After the lift-liner  62  made from either the laminated sheet  153  or the two sheets  154  and  156  is placed in the gondola car  53 , for example, the lift-liner  62  is effective to line an inside  161  (FIG. 25A) of the gondola car  53  and provide integrity so as to prevent leakage or seepage of the bulk cargo  51  from the container  63 . Also, with the sheet  84  and the straps  108  assembled as described above, the container-lifter  62  is strong enough to keep ten tons of bulk cargo  51  safely together as the unit  51  during lifting to place the container  62  into the gondola car  53 . Another aspect of efficient transport is provided by the characteristic of the sheets  153 , or the sheets  154  and  156 , of the container-lifter  62  to both resist deterioration and to collapse upon being stacked to prevent air pockets from forming in the container  63  during stacking of one lift-liner  62  on another lift-liner  62 . In this manner, the container-lifter  62  reduces the likelihood of occurrence of subsidence of the stored bulk cargo  51  and the container-lifters  62  after time in storage because there are no air pockets in the container  63  at the time of stacking.  
     236. In another aspect of efficient transport, even though the container-lifter  62  has been placed on such surface  116 , FIG. 8 shows that within the container-lifter  62  there is a minimum of sag of an upper part  188  of the bulk cargo  51  to a lower part  189  of the container-lifter  63 . Thus, when full and at rest, the three dimensional configuration of the container-lifter  62  on the support surface  116  is preserved in that settling of the bulk cargo  51  occurs relatively uniformly. Such uniform settling is facilitated by the smooth inner surface  160  (FIG. 30) of the laminated sheet  153 , and of the similar smooth surface  160 - 2  (FIG. 39) of the inner sheet  154  facing the bulk cargo  51  in the container  63 . These smooth surfaces avoid allowing the rough edges of the bulk cargo  51  catch on the inner surface of the inside layer  157  or inner sheet  154 , so that the bulk cargo  51  tends to settle vertically. It may be understood, then, that the walls  91  through  94 , and the bottom  106 , serve to define the shape of the container  63 . The walls  91  through  94 , and the bottom  106 , contain the bulk cargo  51 , with the bottom  106  bearing the direct weight of the bulk cargo  51 .  
     Forming the Container-Lifter  62 - 1   
     237. A single large sheet of such laminated sheets  153  may be used to form the container  63 , or many smaller ones of such laminated sheets  153  may be sewn together to form the one large laminated sheet. Similarly, each of the first (inside) sheet  154  and the second (outside) sheet  156  may be a single large sheet, or many smaller ones of such first sheets  154  may be sewn together to form the one large first sheet, or many smaller ones of such second sheets  156  may be sewn together to form one large second sheet. In either case, such large laminated sheet  153 , or such large first sheet  154  and such large second sheet  156 , (referred to separately as the respective “large sheet”  153 ,  154 , or  156  ) has large enough dimensions to form either the first or the second embodiments of the container-lifter  62 - 1  or  62 - 2 , respectively.  
     238. Referring to FIG. 38, the following description refers to the large sheet  153 , and is also applicable to the large sheets  154  and  156 . Such large sheet  153  is spread out on a work surface (not shown) and four sections  162  are cut out to define the four walls  91  through  94 , the four flaps  107  and the bottom  106 . One of the flaps  107  is integral with each wall ( 91  through  94 ), and a transition section  163  is provided between each wall  91  through  94  and each respective flap  107 . The bottom  106  is also integral with each of the walls  91  through  94 . The cut-out sections  162  leave edges  164  (shown by dashed lines). With the large sheet  153  (or  156 ) still spread out on the work surface, according to the embodiment of the sheet  84  and of the container-lifter  62  that is being fabricated, the straps  108  are sewn to the appropriate walls  91  and  92 , or  91  through  94 , (i.e., to the sheets  153  or  156  that form those walls) and to the bottom  106 . The sewing is done after positioning the straps  108  with the appropriate spacings SS 1  or SS 2  as shown in FIGS. 14A, 27 and  29  (embodiment  62 - 1 ) and as shown in FIGS. 14B, 18,  19 , and  23  (embodiment  62 - 2 ).  
     239. In FIG. 38, adjacent portions of the edges  164  are identified by the same letters following the reference number  164 . Brackets  164 A denote the two adjacent portions of the edges  164  that are joined together to form the corners  101 . Brackets  164 B denote the two adjacent portions of the edges  164  that are joined together to form the corners  102 . Brackets  164 C denote the two adjacent portions of the edges  164  that are joined together to form the corners  103 . Brackets  164 D denote the two adjacent portions of the edges  164  that are joined together to form the corners  104 . Each two adjacent portions of the edges (e.g.,  164 A and  164 A) are secured to each other (as by sewing) to form the respective corners  101 - 1  through  104 - 1  of the three-dimensional enclosure  87 .  
     240. Further portions of the edges  164  (identified by brackets  165  ) extend beyond the respective secured portions  164 A through  164 D to an outside perimeter  166  of the large sheet  153  and are not connected to each other The edge portions  165  form sides  167  (FIG. 2) of the flaps  107 .  
     241. With the large sheet  153  so cut, with the straps  108  so sewn, and with the portions  164 A through  164 D so joined, the three dimensional enclosure  87  is ready for use. For reference purposes, FIG. 38 shows a first of the flaps  107 A connected to the transition section  163 A adjacent to the first wall  91 . A second of the flaps  107 B is shown connected to the transition section  163 B adjacent to the second wall  92 . A third of the flaps  107 C is shown connected to the transition section  163 C adjacent to the third wall  93 . A fourth of the flaps  107 D is shown connected to the transition section  163 D adjacent to the fourth wall  94 . In each case, the flap  107  is connected to the transition section  163  along the flap line  173 .  
     Loading Frame  59   
     242. The first use of the three dimensional enclosure  87  is in connection with the loading frame  59 . As described above, the enclosure  87  may be the outer enclosure  172  alone, or may be the inner enclosure  171  within the outer enclosure  172 . The three dimensional enclosure  87  is held in the open, load-receiving position (FIG. 2) by the loading frame  59  shown in FIGS. 2 through 7. The loading frame  59  has the horizontal top frame  120  (FIGS. 6 and 7) which is supported by vertical supports  176  and diagonal braces  177 . The top frame  120  is at the height HF from the support surface  116  so that the top of the transition sections  163  hang over the loading perimeter  121  defined by the top frame  120 . The flaps  107  and the straps  108  hang down on the outside of the enclosure  87 . The loading frame  59  may be made of lumber, such as two by fours, for example. Alternatively, a loading frame  59  may be provided by a roll-off container  168  (FIG. 24B). Such roll-off container  168  has a top surface  169  twice the size of the loading perimeter  121 . Therefore, the roll-off container  168  is modified by adding a bridge  170  in the middle to provide the loading perimeter  121 . The overall length and width of the horizontal top frame  120 , the top surface  169  and the bridge  170 , are just larger than the length L and the width W and the height H of the at-rest container  63  so that the loaded and closed container  63  may easily be lifted out of the loading frame  59 , or the roll-off container  168 .  
     243. It may be understood, then, that the loading frame  59  serves to support the open container  63  (e.g., the enclosure  87 ) for loading. Thus, the frame  59  serves to hold the walls  91  through  94 , and the transition section  163 , vertical with the flaps  107  open to define the open top  88 . The top  88  thus serves as a wide and long opening for receiving the bulk cargo from large material handling equipment, such as the front end loader  122 .  
     244. The Transition Section  163  of the Container  63 / Closing the Top  88  Of the Container  63   
     245. With the loading frame  59  (or the roll-off container  168 ) on the ground or other support surface  116 , the first embodiment of the enclosure  87 - 1  is placed in the loading frame  59  (or the roll-off container  168 ) with the bottom  106  on the surface  116  (or on the bottom of the roll-off container  168 ). The three-dimensional walls  91  through  94  are vertical, and the flaps  107  are open and extend over the top section  121  of the loading frame  59  (or the top  169  and the bridge  170  ). The straps  108  also drape over the top frame  121  and are underneath the flaps  107 . The frame  59  (or the top  169  and the frame  170  ) and the flaps  107  assist in holding the walls  91  through  94  vertical, with the bottom  106  being horizontal so that the enclosure  87  is ready to receive the bulk cargo  51 .  
     246. As described above, when the three dimensional enclosure  87  is in the form of the inner three dimensional enclosure  171  (made from the inner large sheet  154 ) and the outer three dimensional enclosure  172  (made from the outer large sheet  156 ), the outer enclosure  172  is first placed in the loading frame  59  (or roll-off container  168 ). FIG. 2 shows the inner three dimensional enclosure  171  nested into the outer three dimensional enclosure  172 . To avoid duplication, the following description of the two three dimensional enclosures  171  and  172  is applicable to the one three dimensional enclosure  87  made from the one large laminated sheet  153 , it being understood that the large laminated sheet  153  only has the four flaps  107  and the one transition section  163 , whereas each of the large sheets  154  and  156  has such flaps  107  and transition section  163 . The three dimensional nested configuration of the three dimensional enclosures  171  and  172  shown in FIG. 2 is of the second embodiment of the container-lifter  62 - 2 . Each of the corners  101 - 2  through  104 - 2  extends up from the bottom  106 - 2  for the vertical distance H- 2  to the load line  127  (see dash-dash lines in FIG. 2). The load line  127  provides a general indication as to the height to which the bulk cargo  51  should be loaded within the container  63 - 2 . The indication is general because, for example, with a very dense bulk cargo  51  (density above eighty pounds per cubic foot), the container  63  may be considered “loaded” even though the bulk cargo has not reached the load line  127  (see Chart I where the loaded height was forty-two inches, six inches below the load line  127 ).  
               CHART I                       DIMENSIONS OF CONTAINER-LIFTER 62-2                  1. STANDING IN LOADING FRAME 59, NOT LOADED                             A. CIRCUMFERENCE AT WAIST   368 INCHES           B. LENGTH    96 INCHES           C. WIDTH    88 INCHES           D. DEPTH (SURFACE 116 TO TOP 120)    60 INCHES           E. DEPTH (SURFACE 116 TO LINE 127)    48 INCHES                 2. LOADED WITH GRAVEL 51, AT REST ON SURFACE 116                             A. CIRCUMFERENCE AT WAIST   372 INCHES           B. LENGTH   123 INCHES           C. WIDTH   105 INCHES           D. HEIGHT OF LOAD    42 INCHES                 3. LOADED WITH GRAVEL 51, LIFTED OFF SURFACE 116                             A. CIRCUMFERENCE AT WAIST   348 INCHES           B. LENGTH   113 INCHES           C. WIDTH    94 INCHES           D. HEIGHT OF LOAD    59 INCHES                      
 
     247. Each of the corners  101 - 2  through  104 - 2  extends vertically beyond the load line  127  for a further vertical distance TS to a flap line  173  (see dash-dash lines in FIG. 38). The vertical distance TS between the load line  127  and the flap line  173  defines the height of the transition section  163 . Each of the corners  101 - 2  through  104 - 2  stops, or terminates, at the flap line  173  at a point  184 A in FIG. 12D. As shown in FIG. 4, the transition section  163  provides a four-sided enclosure  174  extending above the top  51 A of the loaded bulk cargo  51 . The transition section  163  extends vertically from the tops of the walls  91 - 2  through  94 - 2  (see wall  91 - 2 , for example) to the flaps  107 - 2  for increasing the security of the containing of the bulk cargo  51  in the container  63 - 2 . Such transition section  163  may be referred to as a “transition-containment section”, because it extends vertically beyond each of the respective first, second, third, and fourth walls  91 - 2  through  94 - 2  and has a respective one of the corners  101 - 2  through  104 - 2 , and because, as described below, it cooperates with the flaps  107  to securely contain the bulk cargo  51  in the container  63 .  
     248. Considering the two three dimensional enclosures  171  and  172  shown in the loading frame  59  in FIGS. 2 through 7 which define the container  63 - 2 , after such container  63 - 2  is loaded (FIG. 4) with the bulk cargo  51  (to the load line  127 , FIG. 2), the respective first, second, third, and fourth flaps  107 A,  107 B,  107 C and  107 D of each of the enclosures  171  and  172  are still draped over the horizontal top frame  120 . As shown in FIGS. 4 and 12A, the first flap  107 -A is then pulled across the container  63 - 2  from the first wall  91 - 2  over the loaded bulk cargo  51  toward (see arrow in FIG. 12A) and to the second, opposite wall  92 - 2  (FIG. 4).  
     249. As shown in FIGS. 12A and 12B, this pulling tightens a first side  163 A of the transition section  163  that is attached to the first flap  107 -A. Referring also to FIGS. 12C and 12D, in response to such tightening, such first side  163 A bends (e.g., along the load line  127  for a normal load of bulk cargo  51 ). The first side  163 A extends over the load of the bulk cargo  51 . Considering one of the corners  101 - 2  adjacent to the flap  107 -A, the first side  163 A folds a part  181  (FIG. 12D) of the third side  163 C of the transition section  163  onto itself along a tuck fold line  182  (FIG. 12D). When the first side  163 -A is horizontal on the bulk cargo  51  (FIGS. 12B and 12C), the part  181  is completely folded onto a second part  183  (FIG. 12D) of the section  163 C. The second part  183  remains vertical when the flap  107 C is still draped over the top frame  120  of the loading frame  59 . Also, the point  184 A at the top of the corner  101 - 2  moves with the first side  163 -A to a location  184 B (FIG. 12B). This part  181  folded onto the part  183  forms a tuck  185  adjacent to the corner  101 - 2 . The edge  167  of the flap  107 C moves with the point  184 A and folds the flap  107 C along a flap fold line  186  which becomes the outer edge of the flap  107 C. With the opposite sides  167 A of the first flap  107 -A extending completely across the width W of the container  63 - 2 , and with the first flap  107 -A extending all the way to the second (opposite) wall  92 - 2 , the first flap  107 -A is tied to the second wall  92 - 2  by tying ties  187  to loops  188  (FIG. 12E). Upon completion of the tying, the load of bulk cargo  51  is tightly contained along the first wall  91 - 2 . The tuck  185  permits the opposite edges  167 A of the flap  107 A to touch, or at least extend very close to, the adjacent third and fourth walls  93 - 2  and  94 - 2 , respectively, along the load line  127  (assuming a normal load of the bulk cargo  51  in the container  63 - 2 ).  
     250. As shown by arrows  184  in FIG. 5, after folding the first flap  107 -A (arrow  184 A), the folding process is repeated with the second flap  107 B (arrow  184 B). Thus, the second flap  107 B is then pulled across the container  63 - 2  from the second wall  92 - 2  over the first flap  107 -A toward and to the first, opposite wall  91 - 2 . This pulling bends a second side  163 B (FIG. 38) of the transition section  163  that is attached to the second flap  107 B. In response, such second side  163 B folds over the first flap  107 A. The same procedure results in a tuck  185 B (not shown) at the corner  103 - 2 .  
     251. With the opposite sides  167  of the second flap  107 B extending completely across the width W of the container  63 - 1 , and with the second flap  107 B extending all the way to the first opposite wall  91 - 2 , and with tucks  185 C and  185 D at each opposite corner  103 - 2  and  104 - 2 , the second flap  107 B is tied to the first wall  91 - 2  in the same manner as the flap  107 A. The bulk cargo  51  is thereby tightly contained along the second wall  92 - 2  and around the second wall  92 - 2  to the adjacent third and fourth walls  93 - 2  and  94 - 2 , respectively.  
     252. Referring to FIGS. 12A through 12 E, the third flap  107 C has been draped over the top frame  120  of the loading frame  59 . The third flap  107 C is then pulled across the container  63  and extends over the first and second flaps  107 A and  107 B, respectively. The third flap  107 C bends the transition containment section  163 C on the load line  127  (FIG. 12D) so that the section  163 C also extends over the first and second flaps  107 A and  107 B, respectively. The bent section  163 C bends a portion  189  (FIG. 12C) of the tuck  185  ninety degrees along a second tuck bend line  190  (FIG. 12D) so that the portion  189  is over the now-horizontal transition section  163 A, holding the tuck  185  closed The flap  107 C now has the folded edge  186  extending over the flaps  107 -A and  107 B. The flap  107 C extends across the length L of the container  63  to further close the top  88 . This process is repeated with the fourth flap  107 D to hold the tucks  185 C and  185 D closed at the respective opposite corners  103 - 2  and  104 - 2 .  
     253. It may be understood that the four tucks  185 , one at each of the corners  101 - 2 ,  102 - 2 ,  103 - 2 , and  104 - 2 , contribute to such tight containment of the bulk cargo  51  because the tucks  185  and  185  at the respective first and second corners  101 - 2  and  102 - 2 , for example, allow the first flap  107 A to extend for the full extent of its width across the entire width W of the container  63 - 2  and to thus engage the bulk cargo  51  across the full width W of the container  63 - 1 .  
     254. With this description in mind, it may be understood that for the three dimensional enclosure  87  made from the laminated sheet  153 , the above folding and closing process is performed once, whereas for the multi-sheet embodiment using the inner sheet  154  and the outer sheet  156 , the flaps  107  of the inner enclosure  171  are folded and tied, and then the flaps  107  of the outer enclosure  171  are folded and tied. It may be understood, then that the flaps  107  serve to assist in defining the shape of the container  63 . The flaps  107 , with the ties  187  and the loops  188 , also serve to hold the tucks  185  closed. The tucks  185  thus serve to seal closed the top of each of the corners  101  through  104 , assisting in retaining the bulk cargo  51  in the container  63 . Thus, by tightly closing the open top  88 , the flaps  107 , with the ties  187 , the loops  188 , and the tucks  185 , serve to contain the bulk cargo  51  and additionally serve to prevent environmental conditions, such as rain and snow, from entering the container  63 .  
     255. The three dimensional configuration of the three dimensional container  63 - 3  shown in FIG. 40 is the third embodiment of the container-lifter  62 - 3 . Each of the corners  101 - 3  through  103 - 3  extends up from the bottom  106 - 3  for a vertical distance just past the load line  127 - 3  (see dash-dash line in FIG. 40). As described above for the other embodiments of the container  63 , the load line  127 - 3  provides a general indication as to the height to which the bulk cargo  51  should be loaded within the container  63 - 3 . Chart II identifies exemplary dimensions of the third embodiment of the container-lifter  62 - 3 , for example.  
               CHART II                       DIMENSIONS OF CONTAINER-LIFTER 62-3                  1. STANDING IN LOADING FRAME 59, NOT LOADED                             A. CIRCUMFERENCE AT WAIST   360 INCHES           B. LENGTH    96 INCHES           C. WIDTH    84 INCHES           D. DEPTH (SURFACE 116 TO TOP 120)    60 INCHES           E. DEPTH (SURFACE 116 TO LINE 127)    54 INCHES                 2. LOADED WITH GRAVEL 51, AT REST ON SURFACE 116                             A. CIRCUMFERENCE AT WAIST   370 INCHES           B. LENGTH   118 INCHES           C. WIDTH    98 INCHES           D. HEIGHT OF LOAD    54 INCHES                 3. LOADED WITH GRAVEL 51, LIFTED OFF SURFACE 116                             A. CIRCUMFERENCE AT WAIST   358 INCHES           B. LENGTH   103 INCHES           C. WIDTH    90 INCHES           D. HEIGHT OF LOAD    56 INCHES                      
 
     256. It is noted that the height of the load  51  is shown as fifty four inches, as compared to the forty two inch height of the second embodiment  50 - 2 . The fifty four inch height offsets the smaller length and width dimensions of the third embodiment, for example, as compared to the second embodiment  50 - 2 .  
     Embodiments of Lifter  64   
     257. As noted, the lifter  64  of the container-lifter  62  is secured to the container  63 . The first embodiment of the lifter  64 - 1  (shown in FIGS. 1A, 27,  28 , and  29  ), shows the lifter  64 - 1  including eight straps  108 - 1  in the first set of straps  111 - 1 , each strap  108 - 1  having the length LS 1  (FIG. 28) greater than twice the height H plus the length L. The second embodiment of the lifter  64 - 2  may include the first set  111 - 2  (FIGS. 18 and 19 ) having the five straps  108 - 2  and the second set  112 - 2  having the three straps  108 - 2 . The third embodiment of the lifter  64 - 3  may include the first set  111 - 3  (FIGS. 18 and 19 ) having the five straps  108 - 3  and the second set  112 - 3  including the four straps  108 - 3 .  
     258. At the free end  115  of each strap  108  the coupling  114  is provided to facilitate connection of each strap end  115  to one of the connectors  73  of the lift grid  58 . Such strap couplings  114  are made by forming a loop of the strap  108  and sewing opposite sides of the loop together using filament twisted bonded/polyester thread  118 . In a preferred embodiment of the present invention, such thread is T 135  thread sold under the brand name “ANEFIL” by A and E of Mount Holly, N.C. The thread is sewn with four and one-half stitches per inch per each of two needles. This method of forming the coupling  114  provides the loops with greater strength than the unlooped lengths of the straps  108 , such that there is no weakening of the straps  108  due to forming the loops  114 .  
     259. For each embodiment of the container-lifter  62 , the straps  108  may be made from single ply, seat belt webbing  132  woven from Nylon threads. Such straps  108  have a width of two inches and a thickness of fifty mils, for example. Such straps  108  have a rated (maximum) tensile strength of 6,500 pounds. Each such strap  108  is sewn to the respective walls  91  through  94  and bottoms  106  along the continuous paths P 1  and P 2  described above. The sewing may be performed using the T 135  thread  118  described above. The sewn connection between the straps  108  and the respective sheets  153  and  156  secures each of the straps  108  in place at the desired spacing SS 1  and/or SS 2  from the other straps and from the corners  101  through  104 . The thread itself adds to the load-lifting capacity of the container-lifter  62 .  
     260. In the first and second embodiments of the container-lifter  62 , to provide a rated lifting capacity of the container-lifter  62  of ten tons (twenty-thousand pounds), for example, eight straps  108 - 2  are used and secured to the walls  91  and  92  (embodiment  62 - 1 ); and five straps are secured to the walls  91  and  92 , and three straps  108  to the walls  93  and  94  (embodiment  62 - 2 ). In the third embodiments of the container-lifter  62 , to provide a rated lifting capacity of the container-lifter  62  of twelve tons, for example, eight straps  108 - 3  are used, with five straps  108 - 3  secured to the walls  91  and  92 ; and four straps  108 - 3  secured to the walls  93  and  94 . The straps  108 - 3  are spaced from the corners  101 - 3  through  104 - 3 , as described above with respect to the other embodiments, and provide eighteen strap ends  115 .  
     261. For a desired three to one safety factor, the ten ton load results in a sixty-thousand pounds rated load. Thus, the total of the rated vertical lifting forces  74  applied to each of the sixteen strap ends  115  is 3,750 pounds, which represents the required strength of the straps  108  to meet the required three to one safety factor. With each strap  108  having a rated capacity of 6500 pounds, and sixteen strap ends  115  receiving the vertical lifting forces  74 , the eight straps  108  are at least 1.7 times stronger than required to provide the three to one safety factor.  
     262. For a desired three to one safety factor of the third embodiment of the container-lifter  62 - 3 , the twelve ton load results in a seventy two thousand pound rated load. Thus, the total of the rated vertical lifting forces  74  applied to each of the eighteen strap ends  115  is 4,000 pounds, which represents the required strength of the straps  108  to meet the required three to one safety factor. With each strap  108 - 3  having a rated capacity of 6500 pounds, and eighteen strap ends  115  receiving the vertical lifting forces  74 , the nine straps  108 - 3  are at least 1.6 times stronger than required to provide the three to one safety factor.  
     263.FIGS. 41E and 41F show another aspect of efficient transport, provided by having the lift-liner straps  108  connected to the load-carrying container  63  spaced by the even spacings SS 1  and SS 2 . This assures an even, uniform, distribution of the lifting forces  74  to the bottom  106  of the container  63 . It may be understood, then, that the straps  108 , via the free ends  115  and the couplings  114 , receive the vertical forces  74 . Further, the straps  108 , via the sewn threads  118 , transfer some of the vertical forces  74  to the walls  91  through  94 . The straps  108 , via the above described continuous paths P 1  and P 2 , also assist the walls  91  through  94  in containing the bulk cargo  51  horizontally (i.e., increase the resistance of the walls  91  through  94  to horizontal bursting). The walls  91  through  94  transfer the vertical forces  74  to the bottom  106  and assist the bottom in bearing the weight of the bulk cargo  51 . At the outer bottom perimeter  194  (FIG. 8) of the container  63 , the walls  91  through  94  and the outer straps  108 - 2 -OLC and  108 - 2 -ORC (FIG. 18) serve to support the portions of the bottom  106  that are outside of the areas A- 3 .  
     264. Also, the straps  108 , extending in the continuous paths P 1  and P 2  from the couplings  114  and along the walls  91  through  94 , serve to transfer the vertical forces  94 . The straps  108  then extend across the bottom  106 , where they serve to define the grid  119 . The grid  119  serves to create the areas A- 3  which are smaller than the entire area (W times L) of the bottom  106 . The straps  108  of the grid  119  apply the vertical forces  74  to the bottom  106 . The straps  108  defining the grid  119  thus serve to surround each area A 3  of the bottom  106  and serve to apply those forces  74  uniformly to the bottom  106 .  
     Closing the Container  63 - 3   
     265.FIG. 40 shows the lifter  64 - 3 , provided with ties  187 - 3  and loops  188 - 3  to secure flaps  107 - 3  tightly closed over any container (not shown) with which the lifter  64 - 3  may be used. A web  200 - 3  may be secured to each of the respective second side  93 - 2  (or side B) and third side  94 - 3  (or side C) at the edge of the respective flap  107 - 3 . For example, the web  200 - 3  may be a one inch wide web that is one-hundred forty-four inches long so as to extend completely across the ninety-six inch length of the lifter  64 - 3  to facilitate tying the web  200 - 3  to the loop  188 - 3  that is adjacent to the corner  103 - 3 .  
     266.FIG. 40 shows four flaps, designated  107 - 3 A,  107 - 3 B,  107 - 3 C, and  107 - 3 D. To tightly tie the flaps  107 - 3 D over the inner container  63 , the flaps  107 - 3  are folded in the sequence A, B, C, and D as shown in FIGS. 41A through 41D. The flap  107 - 3 A is pulled across between the open flaps  107 - 3 B and  107 -C (which are shown cut-away for clarity). The flap  107 - 3 A fully covers the container  63 - 3  within the lifter  64 - 3 . As shown in FIG. 41B, the flap  107 -B is pulled to the right to partially cover the container  63 - 3  within the lifter  64 - 3 . The flap  107 - 3 B is provided with a first web  200 - 3 B that may be twelve feet long and one inch wide. The first web  200 - 3 B is secured to the flap  107 - 3 B at the mid-point of the edge of the flap  107 - 3 B, and is pulled across the lifter  64 - 3  and secured to a loop  188 - 3  that is adjacent to the corner  103 - 3 . The corner  103 - 3  is between the flap  107 - 3 D and  107 - 3 C. One of the tucks  185  described above for the container  63 - 3  is also formed in the lifter  64 - 3  as the flaps  107 - 3 A and  107 - 3 B are pulled across, and the first web  200 - 3 B holds the tuck  185  closed.  
     267. In FIG. 40, the top of the transition section  163 - 3  is defined by dash-dash lines  199  which are at the corners  102 - 3  and  104 - 3  and designate the height to which the corners  102 - 3  and  104 - 3  are sewn. The dash-dash lines  199  may, for example, be seventy two inches from the bottom. As shown in FIG. 40, the corners  103 - 3  and  101 - 3  are sewn to a height of sixty inches above the bottom. The corners  102 - 3  and  104 - 3  at the seventy two inch sewn height provide eighteen inches of material above the load line  127 - 3  with which to form the tucks  185  at the corners  102 - 3  and  104 - 3 . The eighteen inch value provides a large tuck  185  at each corner  102 - 3  and  104 - 3  so that the tucks  185  remain secure even through the leading edge  107 - 3 AL of the flap  107 - 3 A is not tied to any opposing surface or structure.  
     268. As shown in FIG. 41C, the flap  107 - 3 C is pulled across in the opposite direction between the flaps  107 - 3 A and  107 - 3 D to partially cover the container  63 - 3  within the lifter  64 - 3 . The flap  107 - 3 C is provided with a second web  200 - 3 C that may be twelve feet long and one inch wide. The web  200 - 3 C is secured to the flap  107 - 3 C at the mid-point of the edge of the flap  107 - 3 C, and is pulled across the lifter  64 - 3  and secured to a loop  188 - 3  adjacent to the corner  101 - 3 . The corner  101 - 3  is between the flaps  107 - 3 D and  107 - 3 B. One of the above-described tucks  185  is also formed in the lifter  64 - 3  as the flap  107 - 3 C is pulled across, and the second web  200 - 3 C holds this tuck  185  closed.  
     269. As shown in FIG. 41D, the flap  107 - 3 D is pulled across in the opposite direction to that of the flap  107 - 3 A, such that two tucks  185  are formed at the corners  101 - 3  and  103 - 3 . Flap  107 - 3 D is provided with two series of loops  188  D 1  that extend parallel to the edge  210  of the flap  107 - 3 D, and one series is spaced from such edge. The wall  91 - 3 A is provided with five webs  187 - 3 , each such web  187 - 3  being aligned with one of the loops  188  D 1  that are attached to the flap  107 - 3 D. The flap  103 - 3 D is held in position across the lifter  64 - 3  by tying each of the webs  187 - 3  of the flap  107 - 3 A to one of the loops  188  D 1 . Depending on the amount of bulk cargo  51  that is in the lifter  64 - 3 , the loops  188  D 1  that are used ar  3  either one or the other of the series of loops  188 D 1 .  
     270. The flap  107 - 3 D is also provided with two series of loops  188 D 2 L and  188 D 2 R that extend perpendicular to the edge  210  of the flap  107 - 3 D. One series  188 D 2 L is near the left edge  202  of the flap  107 - 3 D, and one series  1882  DR is near the right edge  203  of the flap  107 - 3 D. The walls  92 -B and  92 -C adjacent to the straps  108 - 3  have webs  187 - 3 B and  187 - 3 C secured thereto. One of the webs  187 - 3 B is tied to one of the loops  188 D 2 L, and one of the webs  187 - 3 C is tied to one of the loops  188 D 2 R.  
     271. The webs  200 - 3 B and  200 - 3 C, in cooperation with the webs  187 - 3 A,  187 - 3 B and  187 - 3 C, serve to hold the tucks  185  in place as the respective flaps  107 - 3  are pulled across the lifter  64 - 3 .  
     Lifting the Container-Lifter  62   
     272. The container  63  and the lifter  64 , constructed as described above with the straps  108  secured to the container  63 , have shape characteristics described both at-rest on the support surface  116  and during lifting of the bulk cargo  51 . At rest on the surface  116 , the container  63  is bowed out at the waist  196 , with the load contained by the sheet  153  or the sheets  154  and  156  that form the container  63 . As the fully-loaded container-lifter  62  is lifted by the lift grid  68 , the connectors  73  (vertically above the loops  114  at the free ends  115  of the straps  108 ) cause the straps  108  to apply the vertical lifting forces  74  to the walls  91  through  94  of the container  63  and to the bottom  106 . The load of the bulk cargo  51  settles in the container  63  as the bulk cargo  51  slides along the smooth inside surface  160 . The settling tends to cause the walls  91  through  94 , and the straps  108  secured to the walls, to become vertical; and the bottom  106  to assume a bowed shape (FIGS. 10 and 13B). The final shape assumed by the bottom  106  and the walls  91  through  94  (and the straps  108  along the walls) is determined by (i) a balance between resistive forces applied horizontally and inwardly by the walls  91  through  94  and by the straps  108  along the walls, e.g., at a waist  196  of the container  63  (which forces resist the tendency of the bulk cargo  51  to move horizontally), and (ii) the vertical forces  74  which the straps  108  apply across the bottom  106 .  
     273. The placing of the loaded and lifted container-lifter  63  depends on whether further transport is next, or whether the storage cell is the next location for the container-lifter  62 . If the container-lifter  62  has just been loaded at a remediation site, for example, and the site is not rail-served, the container-lifter  62  would be placed in a dump truck or a semi-trailer truck depending on the room available. If the site is rail-served, the container-lifter  62  would be placed in the gondola car  53  shown in FIG. 1A. With the lift-liner  62  vertically aligned with the top opening of the car  53  or the truck  136 , the crane  66  or fork lift truck  67  lowers the lift grid  58 , and hence the loaded lift-liner  62 , until the bottom  106  rests on the floor of the vehicle. The loops  114  of the straps  108  are then removed from the connectors  73  of the lift grid  58 , and the lift grid  58  is raised.  
     Fourth Embodiment of System  50   
     274. Referring now to FIG. 42A, the fourth embodiment of a system  50 - 4  of the present invention is shown including a reusable, outer container-lifter  62 - 4 . The reusable container-lifter  62 - 4  includes a flexible, liftable, reusable, outer container  363 - 4  (also described below in terms of an outer enclosure  172 - 4 ) and an outer lifter  64 - 4 . In general, the outer container  363 - 4  may correspond to the above-described three dimensional enclosure  87  and the outer three dimensional enclosure  172 , except for the reusable features described below. When loaded with the bulk cargo  51  described above, for example, the reusable container-lifter  62 - 4  may be placed on a bed  302  of a standard lift-bed vehicle  304 . The vehicle may be the dump truck  136  (having the bed  134 , FIGS. 37A, 51B and  51 C) or as shown in FIG. 42A, a flat bed truck  135 T (having a bed  135 B), or the dumpable semi-trailer  138  (having the bed  137 , FIG. 37B). Whichever vehicle  304  is used, the vehicle is used for transport from an originating location (e.g., a transload facility) to a destination location (e.g., a disposal or storage site) at which it is desired to unload bulk cargo  51 , which may in the form of the unit  52 .  
     275. In the descriptions below, various embodiments of the reusable container-lifter  62 - 4  are described. The reusable container-lifter  62 - 4 , with the outer container  363 - 4  and the outer container-lifter  62 - 4 , are suitable for containing and lifting bulk cargo  51 . When the bulk cargo  51  is to be kept in the form of the units  52 , a non-reusable inner enclosure, or container, may be used. The inner container may be similar to the above-described three dimensional enclosure  87  that is in the form of the above-described inner three dimensional enclosure  171 , except for the features described below that facilitate reuse of the container-lifter  62 - 4 . For convenience of description, such non-reusable container is referred to as the inner container  171 - 4 . In FIG. 47 the arrow  171 - 4  indicates that the inner container  171 - 4  may be provided in the outer, reusable container-lifter  62 - 4 . In FIGS. 59 through 64, the inner container  171 - 4  is described in detail. When the additional security of the inner container  171 - 4  is required, such as in the transport of cargo  51  that is hazardous material waste requiring a strong-tight-container, the system  50 - 4  includes the inner container  171 - 4  and the container-lifter  62 - 4  (with the outer container  363 - 4 , and the lifter  64 - 4 ). When the cargo  51  is non-hazardous, loose, bulk cargo that may be discharged loose, the inner container  171 - 4  need not be used, and the loose cargo  51  may be contained directly in the container-lifter  62 - 4 .  
     276. Also, such embodiments of the reusable container-lifter  62 - 4 , including the outer container  363 - 4  and the outer lifter  64 - 4 , are suitable for containing and lifting a variety of weights and sizes (volumes) of bulk cargo  51 . For purposes of illustration, the configuration of the reusable container-lifter  62 - 4  (including the outer container  363 - 4  and the outer lifter  64 - 4 ) first described below is referred to as a “2×3”configuration. FIG. 42A shows that this 2×3 configuration designates the outer lifter  64 - 4  as including one set  111  (referred to as the set  111 - 4 ) and one set  112  (referred to as the set  112 - 4 ) of straps  108 - 4 . The set  112 - 4  includes two straps  108 - 4  on opposite walls  93 - 4 A and  94 - 4 B of the outer container  363 - 4 , and the other set  111 - 4  of straps  108 - 4  includes three straps  108 - 4  on opposite walls  91 - 4 D and  92 - 4 C (FIG. 42B).  
     277. As an example, the following description of the reusable container-lifter  62 - 4  relates to lifting and containing the unit  52  of bulk cargo  51  contained first in the secure inner flexible container  171 - 4  (FIG. 64). The plan view of FIG. 42B illustrates the flexible, liftable, reusable, outer container-lifter  62 - 4 , which is shown partially cut away for illustrative purposes to expose the inner container  171 - 4  therein. The outer container-lifter  62 - 4  is placed on the bed  302  of the exemplary vehicle  304 , shown in the form of the flat bed truck  135 T having the bed  135 B. While a dump truck  136  is preferred, and while a semi-trailer  138  may be used, the flat bed truck  135 T is most preferred for use with the lifter  64 - 4  because the flat bed truck  135 T does not have any sides. Without sides, after placing the container-lifter  62 - 4  on the bed  135 B, personnel may easily walk on the bed  135 B around the container-lifter  62 - 4  to unhook the lift straps  108 - 4  (FIG. 42A) from the lift grid  58 - 4  (or from the lift device  57 - 4 ) that may be used to lift the container-lifter  62 - 4 . The container-lifter  62 - 4  is placed in position on the bed  302  for connection to a harness  501  to hold the outer container-lifter  62 - 4  on the bed  302  as the bed  302  is raised to unload the inner container  171 - 4 . An alignment line  502  may be provided on the bed  302  to assist in placing the container-lifter  62 - 4  on the bed  302  close enough to the harness  501  to allow hooks of the harness (FIGS. 43A and 43B) to be secured to loops or other hooks  504  of the outer container-lifter  62 - 4 . The loops  504  are provided adjacent to the bottom  106 - 4  (FIG. 43A). The use of the flat bed truck  135 T (without side walls) also provides more space on which personnel may to walk to the front  500  of the bed  302  and secure the harness  501  to, and detach the harness  501  from, the loops  504  of the container-lifter  62 - 4 .  
     Opening the Openable Wall  94 - 4  of the Container-Lifter  62 - 4   
     278.FIGS. 42B, 44A and  44 B show the container-lifter  62 - 4  configured with the four walls  91 - 4  through  94 - 4 . To facilitate description of the closing and opening sequence of the flaps  107 - 4  (FIGS. 45A, 45B,  46 A, and  46 B) attached to the walls  91 - 4  through  94 - 4 , the letter A designates the wall  93 - 4  attached to a flap  107  that is closed first in a sequence over the inner container  171 - 4  (or as the case may be, over loose bulk cargo  51 ). The letter B designates the wall  94 - 4  attached to a flap  107  that is closed second in a sequence. The letter C designates the wall  92 - 4  attached to a flap  107  that is closed third in a sequence. The letter D designates the wall  91 - 4  attached to a flap  107  that is closed fourth in a sequence.  
     279.FIGS. 44A and 44B show the container-lifter  62 - 4  with the wall  94 - 4 B provided with the opposite corners  102 - 4  and  103 - 4 . The corners  102 - 4  and  103 - 4  are provided with releasable, or openable, closures  503 , which may be referred to as releasable corner closures. The closures  503  allow the wall  94 - 4 B to be separated from the adjacent walls  91 - 4 D and  92 - 4 C. Thus, the closures  503  allow the wall  94 - 4 B to be opened according to the principles of the fourth embodiment of the system  50 - 4  of the present invention. The wall  94 - 4 B is therefore referred to as an “openable wall”. It may be understood that the word “normally” is used to describe the closure  503  (or to describe a rope, for example) in a closed (or tied) condition, such that the container-lifter  62 - 4  may container and lift the inner container  171 - 4  that contains the unit  52  of the bulk cargo  51 . That is, the closure  503  is “normally” closed for containing the cargo  51 . FIGS. 44A and 52 show that the openable wall  94 - 4 B may be opened throughout the height of the outer container-lifter  62 - 4 . The resulting opening extends throughout the height of the wall  94 - 4 B and throughout the height of the transition section  163 - 4 B (FIGS. 44A and 52) to the flap  107 - 4 B.  
     280. Related to the openable aspects of the wall  94 - 4 B, FIGS. 45A and 45B show edges  506  of the fourth flap  107 - 4 D having loops  508 B, with an edge  506 B (FIG. 45A) aligned with the openable wall  94 - 4 B and having a few of the loops  508 B normally tied to tie ropes  510 B (that are secured at one end to the wall  94 - 4 B, as indicated by dots). To facilitate opening of the openable wall  94 - 4 B, the loops  508 B are untied from the tie ropes  510 B. The ropes  510 B are shown in dashed lines in FIG. 45B to indicate the untied condition. In the untied condition, the ropes  510 B facilitate manual access to the area under the fourth flap  107 - 4 D and under the third flap  107 - 4 C. The third flap  107 - 4 C, a second flap  107 - 4 B, and a first flap  107 - 4 A are under the fourth flap  107 - 4 D.  
     281.FIG. 46A shows a plan view looking down onto the overlapping first flap  107 - 4 A and second flap  107 - 4 B, illustrating the area to which manual access is provided. There, second tie ropes  512  are shown in solid lines secured to the respective second flaps  107 - 4 B (indicated by dots) and extending through respective second loops  514  of the first flap  107 - 4 A. The ropes  512  are normally tied to respective loops  516  that are secured to the second flap  107 - 4 B. To illustrate an operation in opening the openable wall  94 - 4 B, the second tie ropes  512  are shown untied from the loops  516 . In a side elevational view, FIG. 46B shows that such area under the fourth flap  107 - 4 D and under the third flap  107 - 4 C provides such access to the second tie ropes  512  to permit another opening operation, i.e., to allow the tie ropes  512  to be untied from the second loops  516  without having to detach the ropes  510  from the other loops  508  that are also secured to the fourth flap  107 - 4 D (FIG. 45A).  
     282. By various operations, the openable closure  503  at each of the corners  102 - 4  and  103 - 4  of the openable wall  94 - 4 B may be released (or untied, or unlaced) from the adjacent respective walls  91 - 4 D and  92 - 4 C. Further, as described, the flap  107 - 4 B that is attached to the wall  94 - 4 B may be untied from the opposite flap  107 - 4 A. In this manner the wall  94 - 4 B with the attached flap  107 - 4 B becomes free to be moved to the preliminary open position shown in FIG. 47. There, the schematic three dimensional view shows the openable wall  94 - 4 B and the flap  107 - 4 B each opened, and the wall  94 - 4 B moved with the flap  107 - 4 B to the preliminary open position on a tailgate  520  of the vehicle  304 . This preliminary open position allows the wall  94 - 4 B to rest on the bed  302  and on the tailgate  520  at the rear  522  of the vehicle  304 . The flap  107 - 4 B is shown hanging over the tailgate  520 . Also, FIG. 47 shows the inside surface of the bottom  106 - 4 , of the wall  94 - 4 B and of the flap  107 - 4 B, each provided with a material  524  having a very low coefficient of friction, such as high density polyethylene material. The material  524  may be referred to as being “slippery” in that it does not provide significant resistance to movement over it, as described below. FIG. 48 shows in side elevation a portion of the bed  302  of the standard, flat lift-bed vehicle  304 , and shows the tailgate  520 , both covered (at least partly) by the second flap  107 - 4 B. To achieve a next open position, FIG. 48 shows that the second flap  107 - 4 B is folded under the second wall  94 - 4 B, and is retained under the wall  94 - 4 B with lift straps  108 - 4 B of the wall  94 - 4 B and the tie ropes  512 , so that the straps  108 - 4 B and the ropes  512  are not above the wall  94 - 4 B.  
     283.FIG. 49 shows in elevation the bed  302  of the standard lift-bed vehicle  304  tilted, or lifted, at an angle  525 . FIG. 49 also shows the inner container  171 - 4  having moved under the force of gravity and against the low frictional forces applied by the material  524  of the outer container  363 - 4 . Thus the inner container  171 - 4  has moved onto the material  524  on the opened wall  94 - 4 B and on the opened second flap  107 - 4 B. Such moving occurs as the outer container-lifter  62 - 4  is held by the harness  501  stationary on the bed  302  against the force of gravity that tends to urge the container-lifter  62 - 4  off the bed  302 . The inner container  171 - 4  moves in a direction indicated by arrows  526  in FIGS. 49 and 50. As the inner container  171 - 4  moves, the container-lifter  62 - 4  is free to collapse from the “fall” position shown in dashed lines in FIGS. 49 and 50, to the partially empty and empty position shown in solid lines in respective FIGS. 49 and 50. In time sequence shown in FIGS. 50 and 51A the container-lifter  62 - 4  has collapsed, thus the former full configuration is shown in dashed lines and the collapsed configuration is shown in solid lines. Such collapsing illustrates an advantage of the flexible, reusable container-lifter  62 - 4  over the IMCs described above, in that for transport of the container-lifter  62 - 4  for reuse, the size and weight of the collapsed container-lifter  62 - 4  are substantially less than those of an IMC of similar load-carrying volume. The collapsed weights and sizes of the various embodiments of the container-lifters  62 - 4  are similar to those described above with respect to the other embodiment  50 - 2  of the system.  
     284. In more detail, FIG. 50 shows in side elevation the inner container  171 - 4  having moved under the force of gravity off the bed  302  and almost completely off the tailgate  520 . One wall  393 - 4 B of the inner container  171 - 4  is shown resting on the ground. FIG. 51A shows in side elevation the inner container  171 - 4  having moved under the force of gravity completely off the tailgate  520  and having rolled to a position on the top of the inner container  171 - 4 , the top being illustrated by the outer flap  107 - 4 DI described below. The bed  302  is shown having been returned to the original horizontal position after having urged the inner container  171 - 4  to continue to roll on the ground onto the outer flap  107 - 4 DI. The outer container-lifter  62 - 4  has moved to the more fully-collapsed position (shown in solid lines) awaiting disconnection from the harness  501 , removal from the bed  302 , and preparation (or conditioning) for reuse.  
     285. The described container-lifter  62 - 4  is thus reusable, yet it is not subject to the disadvantages of prior art containers that provide bottom discharge of bulk cargo as loose cargo  51 . For example, in the bioremediation of PCB&#39;s, upon completion of the bioremediation, the flexible outer container-lifter  62 - 4  may be used to lift the inner container  171 - 4  (with the now-non-hazardous waste therein) onto the vehicle  304  for transport to a standard landfill. As described, the one wall  94 - 4 B of the outer container-lifter  62 - 4  may be opened to facilitate dumping of the now-non-hazardous waste  51 . Advantageously such wall  94 - 4 B may be opened and such waste  51  dumped without any added (prior art) step of lifting the container-lifter  62 - 4  off the transport vehicle  304 . If the bioremediation occurs at the original site at which the PCB waste was located, then the strength requirements of the inner container  171 - 4  may be less than if hazardous waste were to be transported.  
     286. Another form of such flexible liftable container-lifter  62 - 4  is one in which hazardous waste is to be transported, and thus a secure non-liftable inner container  171 - 4  is to be used to maintain the unit  52  of bulk cargo  51  as a unit during and after separation from the outer, secure, flexible, liftable container-lifter  62 - 4 . As described, such outer container-lifter  62 - 4 , with the readily-openable side wall  94 - 4 B, facilitates separation of the inner container  171 - 4  from the outer container-lifter  62 - 4 , again without lifting either the inner container  171 - 4  or the outer container-lifter  62 - 4  from a support surface on which such outer container-lifter  62 - 4  rests. Moreover, contrary to the bottom discharge of loose flowable material from the prior art containers, the secure inner container  171 - 4  maintains the unit  52  as a unit during such separation, and is suitable for storage of hazardous waste material. In this example and in the bioremediation example, the savings resulting from use of the container-lifter  62 - 4  may include the time and expense of avoiding use of lifting equipment at the final dump site, as well as those resulting from reuse of the outer container-lifter  62 - 4 .  
     287. Another advantage of the flexible, liftable, container-lifter system  50 - 4  is that the liftable container-lifter  62 - 4  may not only be reused but may be used with or without the inner container  171 - 4 . For example, in the above two-directional transport situation, such flexible, liftable, reusable container-lifter  62 - 4  may be used without the inner container  171 - 4  for rail transport of the non-hazardous fill to the site in a standard gondola car  53 . Such flexible, liftable, reusable container-lifter  62 - 4  would then be readily prepared for re-use. In conjunction with a secure inner container  171 - 4 , the same outer container-lifter  62 - 4  would, after preparation for reuse, be used for the return transport from the site to the storage facility. The return transport involves transporting the hazardous waste material in the inner container  171 - 4 . The return transport is again by rail transport in another standard gondola car  53  that has been made available without requiring the lengthy holding time (e.g., at a rail side track) that may be experienced with the above-described special IMC railroad cars. Advantages and benefits of such reusable container-lifter  62 - 4  include those discussed in the Parent Application, as well as the two-way, use and re-use, of such outer container-lifter  62 - 4 , which avoids the cost of purchase of an outer container-lifter  62 - 4  for each direction of such transporting, and avoids the lease or purchase, and handling of, IMCs, for example.  
     288. One further advantage of such flexible, liftable, reusable container-lifter system  50 - 4  includes the liftable container-lifter  62 - 4  that may be reused and that may be used without the inner container  171 - 4  to achieve more savings while solving the problem in transporting the bulk cargo  51  in the form of loose sand for the above-noted construction project. To avoid the prior art long-distance trucking of the sand  51  and the resulting significant road-traffic congestion, such flexible, liftable, reusable container-lifter  62 - 4  enables lower-cost use of barges for the primary transport of the sand  51  close to the project, which is at a waterfront location. Such flexible, liftable, reusable container-lifter  62 - 4  is suitable for use without the inner container  171 - 4  for the barge transport of the sand  51 . At the site of the project, using a readily-available crane  66  or fork lift truck  67 , for example, such flexible, liftable, reusable container-lifter  62 - 4  may be placed on the standard lift-bed vehicle  304  (e.g., on the dump truck  136  shown in FIGS. 51B and 51C) for the short transport to the particular location at the site at which the fill is needed. As described above, the harness  501  is secured to the loops  504 . As shown in FIG. 51B with a portion of the side wall of the truck  136  cut away, upon opening of the openable wall  94 - 4 B, the cargo (sand  51 ) starts to flow out of the container-lifter  62 - 4 . As shown in FIG. 51C, upon release of the rear hinged door  520 F of the dump truck  136  and tilting of the bed  134 , and without further use of the crane  66  or the fork lift truck  67 , the sand  51  may be discharged directly from the container-lifter  62 - 4  as the lift-bed  134  is raised. The container-lifter  62 - 4  will, of course, collapse from the positions shown in FIGS. 51B and 51C as the sand  51  exits.  
     Releasable Corner Closures  503   
     289. As described above, the container-lifter  62 - 4  is provided with the releasable corner closures  503 . In more detail, the closures  503  are distinguished from the sewn corners, such as the sewn corner  104 , described above with respect to FIG. 38, for example. As shown in FIG. 52, the container-lifter  62 - 4  is only provided with two sewn corners  101 - 4  and  104 - 4 . Instead of two additional sewn corners, the container-lifter  62 - 4  is provided with the releasable closures  503  at the corners  102 - 4  and  103 - 4 . The releasable closures  503  are formed in conjunction with edges  164 - 4  of the respective walls  94 - 4 B,  92 - 4 C, and  91 - 4 D. In the same manner as described with respect to FIG. 38, corresponding edges  164 - 4  that are releasably joined are identified with the same suffix letter, e.g.,  164 - 4 F and  164 - 4  G.  
     290.FIG. 53 shows the edges  164 - 4  of a preferred embodiment of the closure  503 . The edges  164 - 4  overlap. Each edge  164 - 4  is provided with holes  530  spaced along the entire length of the wall  94 - 4 B and extending along the entire transition section  163 - 4  (from the load line  127 - 4  to the flap line  173 - 4 ). Such entire length is indicated by the brackets  164 - 4 F and  164 - 4 G. The holes  530  may be spaced evenly at intervals of 1.5 inches, for example. The holes  530  may be burned into the laminated sheet  153 - 4  or into the sheet  156 - 4 , as appropriate. In the overlapped positions of the edges  164 - 4 , the holes  530  are aligned. In the preferred embodiment, a removable closure strand, or lace,  532  is threaded through the aligned holes  530 , and may be threaded in any one of the lacing patterns described below. The selected lacing pattern holds the edges  164 - 4 G tightly attached to each other, such edges  164 - 4 G being part of the exemplary walls  94 - 4 B and  91 - 4 D shown in FIG. 53, for example, The other edges  164 - 4 F of the walls  94 - 4 B and  93 - 4 A may also be held tightly attached to each other in a similar manner.  
     291. A more preferred embodiment of the edges  164 - 4  of the closure  503  is shown in FIGS. 54A, 54B,  55  A,  55  B, and  56 . The closure  503  includes the edges  164 - 4  overlapping in a so-called “prayer” configuration  503 P, in which the edges  164 - 4  are bent and then positioned face-to-face. In this manner, the holes  530  in each of the edges  164 - 4  are accessible from one side of the adjacent exemplary walls  91 - 4 D and  94 - 4 B. This is advantageous since the height of the walls  91 - 4 D, etc., may be over five feet high, and time is saved by being able to thread the lace  532  from one side of the walls.  
     292.FIGS. 54A and 54B show the prayer configuration  503 P, with the lace  532  configured in a preferred, first lacing (or threading) pattern through the holes  530 . In the three dimensional view of FIG. 54A, the preferred, first embodiment of the lacing pattern is shown in a helical configuration in which the lace  532  is threaded through one set of aligned holes  530  to one side of the edges  164 - 4 , then over the edges  164 - 4  across and down to the opposite side of the edges  164 - 4  and to the next set of aligned holes  530 , and then through that next set, etc.  
     293.FIGS. 55A and 55B show the prayer configuration  503 P, with the lace  532  configured in a second, more preferred lacing pattern through the holes  530 . In the elevational view of FIG. 55B, the second, more preferred embodiment of the threading pattern is shown in a chain configuration in which the lace  532  is threaded through one set of aligned holes  530  to one side of the edges  164 - 4 , then down that side to the next set of aligned holes  530 , and then through that next set to the other side, etc.  
     294. The threading patterns shown in FIGS. 54A through 55B may include forming a knot  534  at a first end of the lace, performing the threading, and then tying the other end of the lace  532  to a pull ring  536 . The pull ring  536  holds the lace  532  tight in the holes  530  so that the walls  91 - 4 D and  94 - 4 B, for example, are securely attached. To release the releasable closure  503 , the lace  532  is cut near the knot  534 , and the pull ring  536  is pulled on to remove the lace  532  from the holes  530  through which the lace  532  was threaded. Depending on the size of the holes  530  and the stiffness of the lace  532 , for example, one or more pieces of lace  532  (with suitable knots  534  and pull rings  536  ) may be used to secure one entire edge  164 - 4  to the opposite edge  164 - 4 . A length of about one foot may be typical for the length of the edges  164 - 4  tied or secured by one lace  532 .  
     295. The laces  532  described with respect to FIGS.  53 - 55 B may be in the form of one-eighth inch diameter polyolefin strands, such as strands made from polypropylene. Such material has some flexibility, enough to allow the described threading through the holes  530 . Also, such material can be stiffened by heating, such as at an end that is introduced into the holes  530 . Such heating in effect forms a needle-like configuration to facilitate the threading operation.  
     296.FIG. 56 shows the prayer configuration  503 P, with the lace  532  configured in a third, most preferred lacing pattern through the holes  530 . In the cross sectional view of FIG. 56, the third, most preferred embodiment of the threading pattern is shown in which the lace  532  is provided as a plurality of laces. Each lace  532  is in a generally circular configuration defined by an openable loop  538 . The openable loop  538  may be defined by a head  540  that may engage a retainer strand  541 . The head  540  has a slot with internal teeth  542  that may be engaged with corresponding teeth  544  on the end of the strand  541 . With the head  540  on one side of one edge  164 - 4 , the strand  541  is moved past the edges  164 - 4  to the other side of the edges  164 - 4 , and is then threaded through one set of the aligned holes  530  and to the one side of the edges  164 - 4 , and is then inserted into the head  540  to engage the teeth  542  with the teeth  544  and secure the strand  541  in the head  540 . In this manner, the opposed edges  164 - 4  are held together adjacent to the aligned holes  530 . The openable loops  538  described with respect to FIG. 56 may be in the form of polycord or Nylon, which may be one-eighth inch diameter polyolefin strands such as strands made from polypropylene. Such material has some flexibility, enough to allow the described threading through the holes  530 , yet enough strength so that the teeth  542  and  544  securely hold the edges  164 - 4  together when the container-lifter  62 - 4  is loaded.  
     297. The number of loops  538  secured to one pair of edges  164 - 4  depends on the strength desired for the joining of the adjacent walls, such as the walls  91 - 4 D and  94 - 4 B, for example. It has been found that the loops  538  may be used when the aligned holes  530  are spaced along the edges  164 - 4  by one and one-half inches. The loops  538  also provide a quick, yet secure, yet easily removable, way to join the adjacent walls, both for the initial fabrication of the container-lifter  62 - 4 , and for the preparation of the container-lifter  62 - 4  for reuse. With the selected number of loops  538  secured to the aligned holes  530 , the edges  164 - 4  are joined to define the respective corners  102 - 4  and  103 - 4  (FIG. 52). To release the openable loop  538 , the strand  541  may be rotated to detach the teeth  544  from the teeth  542  and then the strand removed from the head  540 . To more quickly release the loop  538  from the holes  530 , a knife  546  may be used to cut the strand  541 .  
     298. The above exemplary descriptions of the releasable closures  503  and  503 P with respect to releasably joining the walls  91 - 4 D and  94 - 4 B are also applicable to releasably joining the walls  93 - 4 A and  94 - 4 B.  
     299. Depending upon the nature and value of the bulk cargo  51 , the releasable closure  503  may be provided in other forms, such as by having the holes  530  provided in only one edge  164 - 4  and providing a male swivel-member (not shown) on the other edge  164 - 4 . The holes  530  would be shaped to accept the male-member in only one orientation, and to not release the male-member if it is in an orientation such as ninety degrees from the first orientation.  
     Fabrication of Container-Lifter  62 - 4   
     300. With the details of the releasable closures  503  and  503 P in mind, the fabrication of the container-lifter  62 - 2  may be understood as resulting in the structure shown in FIG. 57. There, closures  503  in the prayer configuration  503 P are shown closed by the laces  532  in a selected one of the lacing patterns. Also, the preparation for reuse of the “used” container-lifter  62 - 4  shown in FIG. 52 may also result in the exemplary structure shown in FIG. 57, in that the releasable closures  503  at the corners  103 - 4  and  102 - 4  (shown open in FIG. 52) have been re-closed (as shown in FIG. 57).  
     301. In more detail as to the fabrication of the container-lifter  62 - 4 , FIGS. 58A and 58B show two sheets, each of which may be one of the sheets  153 , or the sheets  154  and  156 . In either event, and describing the sheets  153  as an example, one sheet  153  is cut to appropriate dimensions to defme the width W- 4  and one sheet  153  is cut to define the length L- 4  (see FIG. 2 for the corresponding length L- 2  and width W- 2 ). L- 4  and W- 4  are the respective length and width of the resulting container-lifter  62 - 4 . It may be observed that a length LL of the sheet  153  in FIG. 58B is greater than the length LS of the sheet  153  in FIG. 58B. The shorter length LS results from the values of segments of the respective lengths LS and LL. The heights H- 2  of the walls  91 - 4 D,  92 - 4 C,  93 - 4 A, and  94 - 4 B are the same. The added segmental increment resulting from the transition sections  163 - 4  results in the heights HF, which are the same for each sheet  153  in FIGS. 58A and 58B. The segment differences are seen as being the lengths FL and FLB of the various flaps  107 - 4 , and the lengths LB- 1  and LB- 2  corresponding to the respective dimensions L- 4  and W- 4  of the bottom  106 - 4 . The lengths FL and FLB are selected for purposes of opening the releasable closures  503 . In particular, as shown in FIG. 46A, the flap  107 - 4 B is short, does not extend across the container-lifter  62 - 4 , and in FIG. 58A is shown having a short value FLB. The flaps  107 - 4 A,  1074 C, and  107 - 4 D are longer, do extend all the way across the container-lifter  62 - 4 , and have the longer value FL shown in FIGS. 58A and 58B. The shorter flap  107 - 4 B allows room for the rope  512  to pull the end of the flap  107 - 4 B tightly toward the loops  514  without interfering with the loops  514 . Still referring to FIGS. 58A and 58B, the straps  108 - 4  are sewn onto the sheets  153  from the bottom  106 - 4  up the respective wall  91 - 4 D,  92 - 4 C,  93 - 4 A, or  94 - 4 D for a height of about thirty inches.  
     302.FIG. 58C shows the sheets  153  overlapped (e.g., positioned at right angles) and sewn together along a stitch line  560 . Also, the ropes  510  are secured to the respective walls  92 - 4 C and  93 - 4 A. The ropes  510 B are secured to the wall  94 - 4 B. The ropes  512  are secured to the flap  107 - 4 B. The loops  504  are secured to the bottom of the wall  93 - 4 A, the loops  508 B are secured to the flap  107 - 4 D, the loops  514  are secured to flap  107 - 4 A, and the loops  516  are attached to the flap  107 - 4 B. The loops  518  are secured to the flap  107 - 4 D.  
     303.FIG. 58D shows that once the sheets  153  have been secured to each other, a measurement is made from the stitch line  560  along each strap  108 - 4  for a distance S that ends at a point corresponding to the desired end of the coupling  114 - 4  of the straps  108 - 4 . With that point in mind, FIG. 58E shows that the looped couplings  114 - 4  are formed so as to end at the point, whereby the heights of the ends of the couplings  114 - 4  are the same distance from the ground when the container-lifter  62 - 4  rests on the ground. The loose ends of the straps  108 - 4  are temporarily secured by plastic tag fasteners to the respective flaps  107 - 4 .  
     304.FIG. 52 shows that the wall  93 - 4 A has been stitched to each of the walls  91 - 4 D and  92 - 4 C to form the two (fixed or non-releasable) corners  101 - 4  and  104 - 4  to partly define the flexible reusable container-lifter  62 - 4 , and thus partly define the three dimensional enclosure  172 - 4 . The slippery material  524  may now be secured to the bottom  106 - 4 , to the wall  94 - 4 B, and to a portion of the flap  107 - 4 B. Referring again to FIG. 48, that portion is any portion of the flap  107 - 4 B that is expected to be out from under the wall  94 - 4 B and covering the tailgate  520  so as to provide the low coefficient of friction all the way to the end of the tailgate  520 .  
     Re-Use/Final Fabrication of Reusable Container-Lifter  62 - 4   
     305. The completion of the fabrication of the container-lifter  62 - 4  (and of the enclosure  172 - 4 ) is similar to the preparation of the container-lifter  62 - 4  for re-use in that both involve closing the releasable closures  503 . Having temporarily secured the loose ends of the straps  108 - 4  and the various ropes  510  and  512  to an appropriate wall  91 - 4  to  94 - 4  or to a flap  107 - 4  (e.g., by using hang tags), the releasable closures  503  are closed. This is performed according to the finction to be performed by the container-lifter  62 - 4 . That is, one of the edge  164 - 4  embodiments is selected (e.g., prayer  503 P), and one of the lacing patterns is selected (e.g., the openable loops  538 ), and the selected releasable closures  503  are closed (i.e., laced) to define the other two corners  103 - 4  and  102 - 4  as shown in FIG. 57. At this juncture, the container-lifter  62 - 4  has the configuration shown in FIG. 57 defining the three dimensional enclosure  172 - 4 , which is the normal configuration for loading the cargo  51 .  
     306. The container-lifter  62 - 4  may be folded for shipment to the remediation site, for example, for loading. Such folding may be as described above with respect to the container-lifter  62 - 2 , and a comparable small folded volume may be expected.  
     Loading the Reusable Container-Lifter  62 - 4   
     307. The enclosure  172 - 4  (i.e., the three-dimensional container-lifter  62 - 4 ) may now be placed in the loading frame  59 - 4  and loaded as described above. The loading frame  59 - 4  may be similar to the loading frame  59 - 2 , or may be the loading frame  59 - 4  P of the present invention as described below with respect to FIGS. 73A and 73B.  
     308. If the container-lifter  62 - 4  is to be used with the inner container  171 - 4 , then after the container-lifter  62 - 4  has been placed in the loading frame  59 - 4 , the inner container  171 - 4  is placed in the loading frame  59 - 4  within the outer container-lifter  62 - 4 , i.e., is nested with the outer container-lifter  62 - 4 . Each of the container-lifter  62 - 4  and the inner container  171 - 4  is provided with a wall  94 - 4 B. Other structure of the respective container-lifter  62 - 4  and the inner container  171 - 4  is configured with respect to the wall  94 - 4 B. Therefore, the container-lifter  62 - 4  and the inner container  171 - 4  are placed in the loading frame  59 - 4  with the respective walls  94 - 4 B adjacent to each other. As a result, when the container-lifter  62 - 4  is later placed on the bed  302  of the vehicle  304 , the respective walls  94 - 4 B of the container-lifter  62 - 4  and of the inner container  171 - 4  are adjacent to (or face) the rear of the vehicle  304 .  
     309. If the container-lifter  62 - 4  is not to be used with the inner container  171 - 4 , then after the container-lifter  62 - 4  has been placed in the loading frame  59 - 4 , the loading of the bulk cargo  51  into the outer container-lifter  62 - 4  may proceed. In either event, in the loading the bulk cargo  51  is generally loaded up to the load line  127 - 4 .  
     Inner Container  171 - 4   
     310. Considering the fabrication of the inner container  171 - 4 , FIG. 59 shows that material for the fabrication is provided in the form of a roll  600  of strong material. The material may be the sheet  84 , for example, in any of the forms described above. The sheet  84  is fabricated to define the inner container  171 - 4  as the three dimensional enclosure  87 - 4  having the inside  151 - 4  (FIG. 64) and the outside  152 - 4 .  
     311.FIG. 59 shows the roll  600  supplying the sheet  84 , which is pulled onto a table  602  past a cutting station  604  and a sewing station  606 . Between the stations  604  and  606  and next to the table  602  there may be two piles of flaps  107 - 4 . One pile  610  is of the flaps  107 - 4  that form the flaps  107 - 4 A and  107 - 4 B. The other pile  612  is of the flaps  107 - 4  that form the flaps  107 - 4 C and  107 - 4 D. As the sheet  84  is moved a worker may alternately place a flap  107 - 4  from one pile  610  then from the other pile  612  on the sheet  84  in the manner shown. As a result, the successive flaps  107 - 4  have edges  614  aligned with each other adjacent to an edge  616  of the sheet  84 .  
     312. As the edges  614  pass the sewing station  606 , a line  618  of stitches is sewn to join each flap  107 - 4  to the sheet  84 . Once four of the flaps  107 - 4  have been placed on the sheet  84  in this manner, the sheet  84  is cut along a line  620  (see dash-dash line at the left) to define a first part  622  of the unassembled inner container  171 - 4 . The part  622  extends between the newly cut (dash-dash) line  620  and a previously cut (shown solid) line  620  at the right.  
     313.FIG. 60 shows that as the part  622  is moved fuirther along the table  602 , for example, the respective flaps  107 - 4 A-D may be provided with the respective connection loops  188 - 4 A-D and respective ropes  187 - 4 A-D to facilitate securely tying the flaps  107 - 4 A over the bulk cargo  51  to close the open top  88 - 4 . FIG. 60 shows how the ropes  187 - 4 A-D and loops  188 - 4 A-D are attached to the respective flaps  107 - 4 A-D. The side of the part  622  that faces up in the plan view shown in FIG. 60 will become the inside of the container  171 - 4 . The ropes  187 - 4  are shown attached adjacent to edges  624  of the flaps  107 - 4 . Such edges  624  are opposite to the edges  614  along which the sewn lines  618  extend. Thus, the edges  624  will become the free edges of the flaps  107 - 4  that will extend from one wall (e.g.,  91 - 4 D) across the cargo  51  toward the opposite wall (e.g.,  92 - 4 C). The part  622 , then, has the configuration of a rectangle (the cut sheet  84 ) on which the four flaps  107 - 4 A-D are sewn, and there is a longitudinal edge  626  opposite to the edge  616 , and two cut edges  628 .  
     314. Also, the loops  188 - 4  are attached to the cut sheet  84  either on the side facing up in FIG. 60, or on the opposite side (that faces down). The opposite side will become the outside of the container  171 - 4 . Loops  188 - 4 B and  188 - 4 D are secured to the inside of the cut sheet  84  adjacent to the edge  616 , which generally corresponds to the load line  127 . Loops  188 - 4 A and  188 - 4 C are secured to the outside of the cut sheet  84  adjacent to the edge  616 . A dimension  622 -L is indicated as the length of the part  622 . A dimension  622 -H is indicated as the height of the part  622 .  
     315.FIG. 61 shows that in the further fabrication of the inner container  171 - 4 , the part  622  is folded onto itself with the cut edges  628  overlapping. The dimension  622 -L is also shown in FIG. 61 to indicate how the sheet  622  is folded onto itself. The cut edges  628  are then sewn together. The part  622  now defines a tube. As will be clear from reference later to FIG. 64, portions of the sheet  84  will form the walls  91 - 4 D,  92 - 4 C,  93 - 4 A, and  94 - 4 B of the inner container  171 - 4 .  
     316.FIG. 62 shows that the part  622  is then lifted so that the edge  616  of the cut sheet  84  (adjacent to the sewn lines  618  of the flaps  107 - 4 ) is up, and the cut sheet  84  hangs down from the edge  616 . The dimension  622 -H is shown extending vertically as a reference. The portions of the sheet  84  that overlap the flaps  107 - 4  define the walls  91 - 4 D,  92 - 4 C,  93 - 4 A, and  94 - 4 B. To illustrate the flaps, in FIG. 62 the near wall  93 - 4 A is shown cut away. The flaps  107 - 4  also hang down, and the longitudinal edge  626  is at the bottom of the hanging part. A rectangular bottom  106 - 4  is made from the same material as the sheet  84 . The bottom  106 - 4  is positioned beneath the hanging part  622 . FIG. 63 shows that the edge  626  is configured to extend in a rectangular path along an edge  630  of the bottom  106 - 4 . The edge  630  of the bottom  106 - 4  is turned up to define a sewing lip  632 , and the sewing lip  632  is sewn to the part  622  along the edge  630 .  
     317.FIG. 64 shows the configuration of the part  622  and the bottom  106 - 4  as so sewn together. Such configuration defines the inner container  171 - 4  as being three dimensional. The three dimensional shape is defined by the walls  91 - 4 D,  92 - 4 C,  93 - 4 A, and  94 - 4 B, and by the corners  101 - 4 ,  102 - 4 ,  103 - 4 , and  104 - 4 . Also, FIG. 64 shows flap  107 - 4 A sewn to wall  93 - 4 A, flap  107 - 4 B sewn to wall  94 - 4 B, flap  107 - 4 C sewn to wall  92 - 4 C, and flap  107 - 4 D sewn to wall  91 - 4 D.  
     Closure of Containers  171 - 4  and Container-Lifter  62 - 4   
     318. Considering the example in which the container-lifter  62 - 4  is not to be used with the inner container  171 - 4 , the container-lifter  62 - 4  may be securely closed after loading of the cargo  51  has been completed. Since the secure closing of the container-lifter  62 - 4  is performed in the same manner whether or not used with the inner container  171 - 4 , the closure of the inner container  171 - 4  is described first.  
     319.FIG. 64 shows the flaps  107 - 4  extending upwardly for purposes of illustration. At the start of the flap closure operation, the flaps  107 - 4  are positioned in the manner of the flaps  107 - 2  shown in FIG. 2. Also as described above, each of the corners  101 - 4  through  104 - 4  extends vertically beyond the load line  127  for the further vertical distance TS to the flap line  173 - 4 . The vertical distance TS between the load line  127 - 4  and the flap line  173 - 4  defines the height of the transition section  163 - 4 .  
     320. Referring generally to FIGS. 2 through 7, and specifically to FIGS. 64-68, after the inner container  171 - 4  is loaded (FIG. 4) with the bulk cargo  51  (to the load line  127 , FIG. 2), the respective flaps  107 - 4 A,  107 B,  10 C and  107 D are still draped over the horizontal top frame  120 . For the reason described below, the sequence of closing the flaps  107 - 4  of the inner container  107 - 4  is identified by the sequence C, D, A and B, which is different from the sequence A, B, C, and D (FIGS. 4, 5,  69 A, and  70 B) of closure of the container-lifter  62 - 4 . Thus, first flap  107 - 4 C, then flap  107 - 4 D, then flap  107 - 4 A, and last flap  107 - 4 B, is closed. In this manner, as shown in FIG. 66, there will be no open flap  107 - 4  between the wall  94 - 4 B and the flap  107 - 4 B. Rather, because the flap  107 - 4 B is sewn to the wall  94 - 4 B, the flap  107 - 4 B and the tucks  185 - 4  are continuous at the right and top of the inner container  171 - 4  and may securely close this upper right portion of the inner container  171 - 4  across the width W (FIG. 64).  
     321. To achieve this securely closed configuration, FIGS. 65-68 show that the first flap  107 - 4 C is pulled across the container  171 - 4  from the wall  92 - 4 C over the loaded bulk cargo  51  toward and to the opposite wall  91 - 4 D. As described above, this pulling forms the tucks  185 - 4  adjacent to each of the corners  103 - 4  and  104 - 4 . The first flap  107 - 4 C extends completely across the length L between the opposite sides  167 - 4 . With the first flap  107 - 4 C extending all the way to the opposite wall  91 - 4 D, the first flap  107 - 4 C is tied to the wall  91 - 4 D by tying ropes  187 - 4 C to loops  188 - 4 D. Upon completion of the tying, the load of bulk cargo  51  is tightly contained along the wall  92 - 4 C. The respective tucks  185 - 4  permit the opposite edges  167 - 4  of the flap  107 - 4 C to touch, or at least extend very close to, the adjacent walls  93 - 4 A and  94 - 4 B along the load line  127 - 4 .  
     322. After folding and tying the flap  107 - 4 C, the folding process is repeated with the flap  107 - 4 D. Thus, the flap  107 - 4 D is then pulled across the container  171 - 4  from the wall  91 - 4 D over the flap  107 - 4 C toward and to the opposite wall  92 - 4 C. This pulling results in tucks  185 - 4  at each of the corners  101 - 4  and  102 - 4 . The flap  107 - 4 D is tied to the wall  92 - 4 C in a manner similar to the flap  107 - 4 C. The bulk cargo  51  is thereby tightly contained along the wall  91 - 4 D and around the corners  101 - 4  and  102 - 4  at the load line  127 - 4 .  
     323.FIGS. 66 and 67 show the flap  107 - 4 A pulled across the container  171 - 4 . The flap  107 - 4 A extends over the flaps  107 - 4 C and  107 - 4 D. The flap  107 - 4 A bends the transition containment section  163 - 4  on the load line  127 - 4  so that the section  163 - 4  also extends over the flaps  107 - 4 C and  107 - 4 D. The bent section  163 - 4  holds the tuck  185 - 4  closed. The flap  107 - 4 A is tied to the wall  94 - 4 B in a manner similar to the tying of the flap  107 - 4 C. This process is repeated with the flap  107 - 4 B to hold the tucks  185 - 4  closed at the respective opposite corners  103 - 4  and  102 - 4 .  
     324. It may be understood that the four tucks  185 - 4 , one at each of the corners  101 - 4 ,  102 - 4 ,  103 - 4 , and  104 - 4 , contribute to such tight containment of the bulk cargo  51 . In particular, the flaps  107 - 4  serve to assist in defining the shape of the container  171 - 4 . The flaps  107 - 4 , with the ties  187 - 4  and the loops  188 - 4 , also serve to hold the tucks  185 - 4  closed. The tucks  185 - 4  thus serve to seal closed the top of each of the corners  101 - 4  through  104 - 4 , assisting in retaining the bulk cargo  51  in the container  171 - 4 . Thus, by tightly closing the open top  88 - 4 , the flaps  107 - 4 , with the ties  187 - 4 , the loops  188 - 4 , and the tucks  185 - 4 , serve to contain the bulk cargo  51  and additionally serve to prevent environmental conditions, such as rain and snow, from entering the container  63 . Also, because there is no open flap  107 - 4  between the wall  94 - 4 B and the flap  107 - 4 B, the flap  107 - 4 B and the tucks  185 - 4  securely close the upper right portion of the inner enclosure  171 - 4  across the width W (FIG. 64). Referring again to the description of FIGS. 50 and 51, as the inner container  171 - 4  slides and rolls off the bed  302  and the tailgate  520 , the continuous relationship of the outer flap  107 - 4 B and the wall  94 - 4 B, and the tucks  185 - 4  adjacent to the corners  103 - 4  and  102 - 4 , securely keep the inner enclosure  171 - 4  closed across the width W along the load line  127 - 4  at the top of the wall  94 - 4 B. Such securely closed structure enables the inner container  171 - 4  to withstand the substantial force resulting from the movement of the inner container  171 - 4  off the bed  302  and onto the ground.  
     325. Having securely closed the inner container  171 - 4 , the container-lifter  62 - 4  may then be securely closed. Alternatively, when no inner container  171 - 4  is used, the container-lifter  62 - 4  is closed after completion of loading the cargo  51  into the container-lifter  62 - 4 . Applicable to either case, reference is made to the plan view of FIG. 69A in which the inner container  171 - 4  is shown inside the container-lifter  62 - 4 , and the flap  107 - 4 A of the container-lifter  62 - 4  has been pulled across the top of the inner container  171 - 4  from the wall  93 - 4 A of the container-lifter  62 - 4 . FIG. 69B shows that the pulled flap  107 - 4 A bends the transition containment section  163 - 4  onto itself. The bent section  163 - 4  holds the tuck  185 - 4  closed at each corner  101 - 4  and  104 - 4 . The length and width of the flap  107 - 4 A of the container-lifter  62 - 4  are such as to enable such flap  107 - 4 A to very completely cover the inner container  171 - 4 . In detail, there may be about a few inches of between the periphery of such flap  107 - 4 A and each adjacent wall  91 - 4 D,  94 - 4 B, and  92 - 4 C.  
     326.FIGS. 70A and 70 Bshow that this process is repeated with the flap  107 - 4 B. Due to the short length of the flap  107 - 4 B, the free end of the flap  107 - 4 B is spaced from the loops  514 . The ropes  512  are passed through the loops  514 . The rope  512  is pulled tight and then tied to the respective loops  516  to hold the tucks  185 - 4  closed at the respective opposite corners  102 - 4  and  103 - 4 .  
     327.FIG. 71 shows the flap  107 - 4 C of the container-lifter  62 - 4  folded and pulled across the flaps  107 - 4 B and  107 - 4 A toward and to the opposite wall  91 - 4 D. As described above, this pulling forms the tucks  185 - 4  adjacent to each of the corners  103 - 4  and  104 - 4 . Also, this pulling causes the section  163 - 4  to bend and become parallel to the top of the inner container  171 - 4  to retain the tucks  185 - 4  (see the above description of FIGS. 12A through 12C, for example). The opposite sides  167 - 4  of the flap  107 - 4 C extend completely across the length L, and the flap  107 - 4 C extends all the way to the opposite wall  91 - 4 D. The flap  107 - 4 C is not tied to the wall  91 - 4 D. The tucks  185 - 4  permit the opposite edges  167 - 4  of the flap  107 - 4 C to touch, or at least extend very close to, the adjacent walls  93 - 4 A and  94 - 4 B along the load line  127 - 4 .  
     328.FIG. 72 shows that after folding and pulling the flap  107 - 4 C, the folding process is repeated with the flap  107 - 4 D. Flap  107 - 4 D is pulled across from the wall  91 - 4 D over the flap  107 - 4 C toward and to the opposite wall  92 - 4 C. This pulling results in the tucks  185 - 4  at each of the corners  101 - 4  and  102 - 4  being bent and becoming parallel to the top of the container-lifter  62 - 4  to retain the tucks  185 - 4 . The flap  107 - 4 D is tied to the walls  92 - 4 C and  93 - 4 A by the exemplary twelve ropes  510  which are tied to the respective exemplary twelve loops  508 . The respective exemplary three ropes  510 B are tied to the respective exemplary three loops  508 B, and are fewer than the exemplary twelve ropes  510  to facilitate quicker untying of the flap  107 - 4 D from the wall  94 - 4 B as an operation preliminary to opening the wall  94 - 4 B. It may thus be understood that even though the four flaps  107 - 4  are used, by providing an ability to quickly untie the three ropes  510 B from the loops  508 B quick access is provided to the loops  516  and to the ties  512  that have been tied to the loops  516  as shown in FIG. 70A. Such quick access to the loops  516  is provided without untying any of the ties  510  of the flaps  107 - 4 D, and is provided from a position adjacent to the wall  94 - 4 B which is positioned on the bed  302  adjacent to the rear  522  of the vehicle  304 .  
     329. It may be understood that the four tucks  185 - 4 , one at each of the corners  101 - 4 ,  102 - 4 ,  103 - 4 , and  104 - 4 , contribute to such tight containment of the bulk cargo  51 . In particular, the flaps  107 - 4  serve to assist in defining the shape of the container  171 - 4 . The flaps  107 - 4  pulled as described above, with the ties  510 B and  510 , and the respective loops  508 B and  508 , also serve to hold the tucks  185 - 4  closed. The tucks  185 - 4  thus serve to seal closed the top of each of the corners  101 - 4  through  104 - 4 , assisting in retaining the inner container  171 - 4 , with the bulk cargo  51 , in the container-lifter  62 - 4 . Thus, by tightly closing the open top  88 - 4 , the flaps  107 - 4 , with the ties  510  and  510 B, the loops  508 - 4 , and the tucks  185 - 4 , further serve to contain the bulk cargo  51  and further serve to prevent environmental conditions, such as rain and snow, from entering the container  63 .  
     Embodiments of the Reusable Container-Lifter  62 - 4   
     330. As described above, the reusable container-lifter  62 - 4  includes the outer container  363 - 4  and the outer lifter  64 - 4 , and the embodiments of the reusable container-lifter  62 - 4  are suitable for containing and lifting a variety of weights and sizes (volumes) of bulk cargo  51 . The configuration of the reusable container-lifter  62 - 4  described above was referred to as a “2 ×3” configuration. The first, or “2”, part of the “2×3” configuration designates the outer lifter  64 - 4  as including two straps  108 - 4  on the opposite walls  93 - 4 A and  94 - 4 B of the outer container  363 - 4 . The second, or “3”, part of the “2×3” configuration designates the outer lifter  64 - 4  as including three straps  108 - 4  on the opposite walls  91 - 4 D and  92 - 4 C. In all of the embodiments described below this same method is used to designate the various configurations, and reference is made to FIG. 57 for the location of dimensioning symbols L, W, and H- 4 . Also, for each embodiment, reference is made below to a maximum tensile strength of the webbing  132  from which the straps  108 - 4  are made. The maximum tensile strength of the webbing  132  is for each strap end  115 - 4  of a strap  108 - 4 . The lifting capacity of the container-lifter  62 - 4  may be obtained by multiplying the maximum tensile strength of the webbing  132  times the number of straps  108 - 4  in the strap configuration. For example, the “2×3”configuration uses five straps  108 - 4  having a total of ten strap ends  115 - 4 . Also, there are two aspects to such lifting capacity. A maximum lifting capacity is based on use of such maximum tensile strength. Another lifting capacity, designated the “rated lifting capacity”, is calculated in accordance with government requirements for a three to one safety factor for STCs. Thus, once the maximum lifting capacity is obtained based on the maximum tensile strength, for example, such maximum lifting capacity is divided by three to obtain the rated lifting capacity of a particular configuration the container-lifter  62 - 4 . Also, the weight of the bulk cargo  51  to be contained in the container-lifter  62 - 4  is identified below for the various embodiments. Such weights are determined by multiplying the density of the bulk cargo  51  by the volume of the load-carrying portion of the container-lifter  62 - 4 . Such volume is based on the respective length, width, and height dimensions L, W and H- 4  of the load-carrying portion of the container-lifter  62 - 4  as shown in FIG. 57, for example.  
     2×3 Configuration  
     331. Referring to FIG. 57 with the above background in mind, an exemplary size of the 2×3 configuration may be a W of about four feet, an L of about six feet, and a height H- 4  to the load line  127 - 4  of about four feet, resulting in a 96 cubic foot volume. There may also be a height HF to the line  173  of about 5.5 feet. The maximum lifting capacity of the container-lifter  62 - 4  may be selected according to the weight and volume of the cargo  51  to be transported. For example, for heavy (very dense) cargo  51  having a density of about  120  pounds per cubic foot, the weight of the cargo  51  in this “2×3” container-lifter  62 - 4  would be about 11,500 pounds, or 5.8 tons. The straps  108 - 4  may, for example, be made from the webbing  132  having a maximum tensile strength of 6,500 pounds. Using such 2×3 strap configuration, the straps  108 - 4  with the ten strap ends  115 - 4  provide a maximum lifting capacity of the container-lifter  62 - 4  of sixty-five thousand pounds, or 32.5 tons, for example. Reducing the maximum lifting capacity by a factor of three (32.5 divided by 3), the rated lifting capacity is about 10.8 tons. Using the exemplary maximum tensile strength of 6,500 pounds, which results in the rated lifting capacity of 10.8 tons, the rated lifting capacity is about 1.8 times stronger than required to provide the three to one safety factor, i.e., 10.8 tons divided by 5.8 tons.  
     2×4 Configuration (H=four feet)  
     332. Referring to FIG. 57, an exemplary size of one of two 2×4 configuration may be a W of about four feet, an L of about six feet, and a height H- 4  to the load line  127 - 4  of about four feet, resulting in a 96 cubic foot volume. There may also be a height HF to the line  173  of about 5.5 feet. The container-lifter  62 - 4  with this configuration may, for example, be used as a cost-saving substitute for the B-25 boxes described above. The maximum lifting capacity of the container-lifter  62 - 4  may be selected according to the weight and volume of the cargo  51  to be transported. For example, for less dense cargo  51  for which the B-25 boxes are used (having a density of about 75 pounds per cubic foot) the weight of the cargo  51  in this “2×4”container-lifter  62 - 4  would be about 7,200 pounds, or 3.6 tons. The straps  108 - 4  may, for example, be made from the webbing  132  having a maximum tensile strength of 3,000 pounds. Using such 2×4 strap configuration, the straps  108 - 4  with the twelve strap ends  115 - 4  provide a maximum lifting capacity of the container-lifter  62 - 4  of thirty-six thousand pounds, or about 18 tons, for example. Reducing the maximum lifting capacity by a factor of three, the rated lifting capacity is about 6 tons. Using the exemplary maximum tensile strength of 3,000 pounds, which results in the rated lifting capacity of the 6 tons, the rated lifting capacity is about 1.6 times stronger than required to provide the three to one safety factor.  
     2×4 Configuration (L=two feet)  
     333. Referring to FIG. 57, an exemplary size of another 2×4 configuration may be a W of about four feet, an L of about six feet, and a height H- 4  to the load line  127 - 4  of about two feet, resulting in a 48 cubic foot volume. There may also be a height HF to the line  173  of about 3.5 feet. Again, the maximum lifting capacity of the container-lifter  6274  may be selected according to the weight and volume of the cargo  51  to be transported. For example, for moderately dense cargo  51  (more than that of the cargo  51  for which the B-25 boxes are used) having a density of about 100 pounds per cubic foot, the weight of the cargo  51  in this “2×4” container-lifter  62 - 4  would be about 4,800 pounds, or 2.4 tons. The straps  108 - 4  may, for example, be made from the webbing  132  having a maximum tensile strength of 6,000 pounds. Using such 2×4 strap configuration, the straps  108 - 4  with the twelve strap ends  115 - 4  provide a maximum lifting capacity of the container-lifter  62 - 4  of seventy-two thousand pounds, or about 36 tons, for example. Reducing the maximum lifting capacity by a factor of three, the rated lifting capacity is about 12 tons. Using the exemplary maximum tensile strength of 6,000 pounds, which results in the rated lifting capacity of 12 tons, the rated lifting capacity is about 5 times stronger than required to provide the three to one safety factor.  
     3×4 Configuration  
     334. Referring to FIG. 57, an exemplary size of a 3×4 configuration may be a W of about four feet, an L of about six feet, and a height H- 4  to the load line  127 - 4  of about four feet, resulting in a ninety-six cubic foot volume. There may also be a height HF to the line  173  of about 5.5 feet. Again, the maximum lifting capacity of the container-lifter  62 - 4  may be selected according to the weight and volume of the cargo  51  to be transported. For example, for moderately dense cargo  51  (more than that of the cargo  51  for which the B-25 boxes are used) having a density of about 100 pounds per cubic foot, the weight of the cargo  51  in this “3×4” container-lifter  62 - 4  would be about 9,600 pounds, or about 4.8 tons. The straps  108 - 4  may, for example, be made from the webbing  132  having a maximum tensile strength of about 3,200 pounds. Using such 3×4 strap configuration, the straps  108 - 4  with the fourteen strap ends  115 - 4  provide a maximum lifting capacity of the container-lifter  62 - 4  of about forty-four thousand pounds, or about 22 tons, for example. Reducing the maximum lifting capacity by a factor of three, the rated lifting capacity is about 7.3 tons. Using the exemplary maximum tensile strength of 3,200 pounds, which results in the rated lifting capacity of 7.3 tons, the rated lifting capacity is about 1.5 times stronger than required to provide the three to one safety factor.  
     4×5 Configuration  
     335. Referring to FIG. 57, an exemplary size of a 4×5 configuration may be a W of about six feet, an L of about eight feet, and a height H- 4  to the load line  127 - 4  of about four feet, resulting in a  192  cubic foot volume. There may also be a height HF to the line  173  of about 5.5 feet. Again, the maximum lifting capacity of the container-lifter  62 - 4  may be selected according to the weight and volume of the cargo  51  to be transported. For example, for very dense cargo  51  (more than that of the cargo  51  for which the B-25 boxes are used) having a density of about 120 pounds per cubic foot, the weight of the cargo  51  in this “4×5”container-lifter  62 - 4  would be about 23,000 pounds, or 11.5 tons. The straps  108 - 4  may, for example, be made from the webbing  132  having a maximum tensile strength of 6,500 pounds. Using such 4×5 strap configuration, the straps  108 - 4  with the eighteen strap ends  115 - 4  provide a maximum lifting capacity of the container-lifter  62 - 4  of one hundred seventeen thousand pounds, or about 58.5 tons, for example. Reducing the maximum lifting capacity by a factor of three, the rated lifting capacity is about 19.5 tons. Using the exemplary maximum tensile strength of 6,500 pounds, which results in the rated lifting capacity of 19.5 tons, the rated lifting capacity is about 1.6 times stronger than required to provide the three to one safety factor.  
     3×5 Configuration  
     336. Referring to FIG. 57, an exemplary size of a 3×5 configuration may be a W of about four feet, an L of about six feet, and a height H- 4  to the load line  127 - 4  of about four feet, resulting in a  96  cubic foot volume. There may also be a height HF to the line  173  of about 5.5 feet. Again, the maximum lifting capacity of the container-lifter  62 - 4  may be selected according to the weight and volume of the cargo  51  to be transported. For example, for very dense cargo  51  (more than that of the cargo  51  for which the B-25 boxes are used) having a density of about 120 pounds per cubic foot, the weight of the cargo  51  in this “4×5” container-lifter  62 - 4  would be about 11,500 pounds, or about 5.8 tons. The straps  108 - 4  may, for example, be made from the webbing  132  having a maximum tensile strength of 6,000 pounds. Using such 4×5 strap configuration, the straps  108 - 4  with the eighteen strap ends  115 - 4  provide a maximum lifting capacity of the container-lifter  62 - 4  of one hundred eight thousand pounds, or about 54 tons, for example. Reducing the maximum lifting capacity by a factor of three, the rated lifting capacity is about 18 tons. Using the exemplary maximum tensile strength of 6,000 pounds, which results in the rated lifting capacity of 18 tons, the rated lifting capacity is over 1.5 times stronger than required to provide the three to one safety factor.  
     337. It is to be understood that in the above descriptions of the configurations of the container-lifter  62 - 4 , in each case the rated lifting capacity is at least half-again stronger than necessary to provide the required three to one safety factor. As a result, the container-lifter  62 - 4  in each example has at least a 4.5 to one safety factor. Also, other configurations may be provided within the scope of the present invention to provide container-lifters  62 - 4  having rated lifting capacities less than the about three tons and more than the about twenty tons described above.  
     Second Embodiment of Loading Frame  59   
     338.FIG. 73A shows another embodiment of the loading frame  59 , identified as  59 - 2 . The frame  59 - 2  is similar to the frame  59 , except as follows. Hinges  700  are provided at a base  702  to allow sides  704  to pivot outwardly from a loading position shown in FIG. 73A to a lifting position shown in FIG. 73B. The sides  704  are held in the loading position by straps  705  attached to the corners of the sides  704 . FIG. 73B shows that the movement of the sides  704  outwardly provides clearance FC. The clearance FC is between a particular one of the walls  91 - 4  through  94 - 4  (and the associated straps  108 - 4 ) of the loaded container-lifter  62 - 4  and a particular one of the sides  704  that is adjacent to the particular wall. The clearance FC allows the walls  91 - 4  through  94 - 4  and the straps  108 - 4  attached to such walls, to move upwardly without touching the sides  704  of the frame  59 - 2 . The upward movement may occur, for example, during lifting of the container-lifter  62 - 4 . The lifting occurs after loading of the cargo  51  in the container-lifter  62 - 4 , and closing the container-lifter  62 - 4  as described above. The straps  705  are then released. The amount of clearance FC may be adjusted by adjusting the length of a clearance limiter, such as a chain  706  secured to both tops  708  of adjacent ones of the sides  704 . After the container-lifter  62 - 4  has been lifted out of the frame  59 - 2 , the sides  704  may be returned to the loading position, waiting insertion of another empty container-lifter  62 - 4 .  
     Further Embodiments of Methods  
     Fifth Embodiment of Methods  
     339. The present invention contemplates a fifth method embodiment including operations to dump bulk cargo  51 . FIG. 74 shows a flow chart  800  describing the first method as including an operation  802  of providing a flexible three dimensional container (such as outer container  363 - 4 ) with at least three sides (such as  91 - 4 D,  92 - 4 C, and  94 - 4 B) and with a bottom (such as  106 - 4 ) connected to each of the three sides. One of the three sides (e.g., side  94 - 4 B) is an openable side that is opposite to a connector (such as the harness  501 ). The openable side  94 - 4 B is movable to an open position (FIG. 52) aligned with the bottom  106 - 4 . The container  363 - 4  has a lifter  64 - 4  capable of lifting the container  363 - 4  and the cargo  51 . The method moves to an operation  804  provided for releasably and reusably closing the openable side  94 - 4 B. The method moves to an operation  806  provided for containing the bulk cargo  51  in the container  363 - 4 , as by the loading described with respect to FIG. 3. The method moves to an operation  808  provided for using the lifter  64 - 4  to place the container  363 - 4 , with the bulk cargo  51  in the container, on the bed  302  of the vehicle  304 . The bed  302  is capable of tilting. The vehicle  304  has a dumping end (or rear  522 ). The lifter  64 - 4  places the container  363 - 4  with the openable side  94 - 4 B facing the dumping end  522  of the vehicle  304 . The method moves to an operation  810  for connecting the connector  501  to the vehicle  304 . The method moves to an operation  812  for opening the openable side  94 - 4 B of the container  363 - 4 . The opened openable side  94 - 4 B is moved to the open position aligned with the bottom  106 - 4 . The method moves to an operation  814  provided for tilting the bed  302  of the vehicle  304  to cause the bulk cargo  51  to move across the bottom  106 - 4  and across the opened second side  94 - 4 B and off the bed  302 . As described above, the container  363 - 4  may be prepared for reuse by again releasably and re-usably closing the openable side  94 - 4 B to permit reuse of the container  363 - 4 .  
     Sixth Embodiment of Methods  
     340. As a preface to the dumping of the cargo  51 , FIG. 75 shows a flow chart  820  describing a sixth method embodiment as including an operation  822  of providing the container  363 - 4  with a plurality of the flaps  107 - 4  that are foldable to cover the open top of the container  363 - 4 . A first of the flaps  107 - 4 B may be secured adjacent to the openable side  94 - 4 B and is extendable partially across the open top of the container  363 - 4 . A second of the flaps  107 - 4 A may be secured opposite to the first flap. The method moves to an operation  824  provided for providing a first closure loop  516  adjacent to the openable side  94 - 4 B. The method moves to an operation  826  provided for providing a second closure loop  514  on the second flap  107 - 4 A away from the first flap  107 - 4 B. The method moves to an operation  828  provided for providing a tie  512  secured to the first flap  107 - 4 B and extendable through the second closure loop  514  and tieable to the first closure loop  516  to keep the first flap  107 - 4 B securely covering the open top.  
     Seventh Embodiment of Methods  
     341. The present invention contemplates a seventh method embodiment including operations to fabricate a reusable container  363 - 4  for carrying bulk cargo  51  that may, for example, weigh in the range of about three to about twenty tons, and for dumping the bulk cargo  51 . FIG. 76 shows a flow chart  830  describing an operation  832  of providing the flexible three dimensional container  363 - 4 . The container  363 - 4  may have at least three sides (such as  91 - 4 D,  92 - 4 C, and  94 - 4 B) and a corner (such as  103 - 4 ) adjacent to each of two edges (such as  164 - 4 F) of an openable one of the sides  94 - 4 B and a bottom  106 - 4  secured to each of the three sides  91 - 4 D,  92 - 4 C, and  94 - 4 B. The method moves to an operation  833  for providing each of the corners  103 - 4  and  102 - 4  with mating overlapping edges  164 - 4  having a line of apertures  530  therein. The method moves to an operation  834  provided for threading the removable strand  532  through at least some of the apertures  530  of each of the corners  103 - 4  and  102 - 4  to releasably and re-usably close the openable side  94 - 4 B. The method moves to an operation  836  for providing the container  363 - 4  with a lifter  64 - 4  capable of lifting the container  363 - 4  and the cargo  51  The fabrication of the reusable container  363 - 4  may also include the operations of the method shown in FIG. 75 to provide the container  363 - 4  with the plurality of the flaps  107 - 4  that are foldable to cover the open top of the container  363 - 4 .  
     Eighth Embodiment of Methods  
     342. The present invention contemplates an eighth method embodiment including operations of using the reusable container  363 - 4  for carrying bulk cargo  51  that may, for example, weigh in the range of about three to about twenty tons. FIG. 77 shows a flow chart  840  describing an operation  842  of placing in the container  363 - 4  a self-contained unit  52  of the bulk cargo  51  having a weight in the range of from about three to about twenty tons. Referring also to FIG. 42A, an operation  844  is provided for using the lifter  64 - 4  to lift the container  363 - 4  with the unit  52  of the bulk cargo  51  therein and to place the container  363 - 4  and the unit  52  onto a load section  846  of the bed  302  of the vehicle  304 . The bed  302  is tiltable and has a dump section  848  aft (toward the rear  522 ) of the load section  846 . The method moves to an operation  850  provided for removing the strand  532  from the apertures  530  of the mating edges  164 - 4  of each of the corners  102 - 4  and  103 - 4  to releasably and reusably open the openable side  94 - 4 B and release each of such corners of the container  363 - 4  to separate the openable side  94 - 4 B from each of the adjacent sides  92 - 4 C and  91 - 4 D.  
     343. Other aspects of the eighth method embodiment are shown in the flow chart  860  depicted in FIG. 78, wherein an operation  862  is provided for moving the separated openable side  94 - 4 B onto the dump section  848  of the bed  302  with the opened side  94 - 4 B connected to the bottom  106 - 4  of the containerl  72 - 4 . The method moves to an operation  864  provided for securing the bottom  106 - 4  of the container  363 - 4  to the vehicle, as by connecting the harness  501  to the loops  504 . The method moves to an operation  866  provided for tilting the bed  302  to tilt the container  363 - 4  and the self-contained unit  52  and cause the self-contained unit  52  to slide over the separated wall  94 - 4 B and over the dump section  848  while the self-contained unit  52  remains contained. The tilting of the bed  302  causes the unit  52  to slide off the vehicle  304  as by the force of gravity.  
     Ninth Embodiment of Methods  
     344. The present invention contemplates a ninth method embodiment including operations to dump bulk cargo  51  weighing in the range of about three tons to about twenty tons. FIG. 79 shows a flow chart  870  describing the ninth method as including an operation  872  of providing the flexible re-usable three dimensional container  363 - 4 . The container  363 - 4  may have at least one side  94 - 4 B defined by spaced edges  164 - 4 F and  164 - 4 G, and may have a corner  102 - 4  and  103 - 4  at the respective edges  164 - 4 F and  164 - 4 G. The container  363 - 4  also has the normally closed and openable and re-closable closure  503  at each of the corners  102 - 4  and  103 - 4 . The bottom  106 - 4  is also connected to the side  94 - 4 B. The side  94 - 4 B is openable and is opposite to the connector (the loops  504 ). The openable side  94 - 4 B is movable to the open position shown in FIG. 52 aligned with the bottom,  106 - 4 . The container  363 - 4  also has the lifter  64 - 4  capable of lifting the container  363 - 4  and the cargo  51 . The method moves to an operation  874  provided for containing the bulk cargo  51  in the container, as by loading the cargo  51  into the container  363 - 4  or into the inner container  171 - 4  that is received in the container  363 - 4 . The method moves to an operation  876  provided for using the lifter  64 - 4  to place the container  363 - 4 , with the bulk cargo  51  in the container  363 - 4 , on the bed  302  of the vehicle  304 . The bed  302  may be capable of tilting. The vehicle  304  has the dumping end  848 , and the lifter  64 - 4  places the container  363 - 4  with the openable side  94 - 4 B facing the dumping end  848  of the vehicle  304 . The method moves to an operation  878  provided for connecting the connector  504  to the vehicle  304 . The method moves to an operation  880  provided for opening the openable closure  503  at each of the corners  102 - 4  and  103 - 4  of the container  363 - 4  and moving the opened openable side  94 - 4 B to the open position (FIG. 52) aligned with the bottom  106 - 4 . The method moves to an operation  882  provided for tilting the bed  302  of the vehicle  304  to cause the bulk cargo  51  to move across the bottom  106 - 4 , across the opened second side  94 - 4 B (and off the flap  107 - 4 B) and off the bed  302 . Other aspects of the ninth method may include closing the openable closure  503  at each of the corners  102 - 4  and  103 - 4  of the container  363 - 4  to permit reuse of the container  363 - 4 .  
     Tenth Embodiment of Methods  
     345. The present invention contemplates a tenth method embodiment including operations to dump the integral unit  52  of bulk cargo  51  weighing in the range of about three tons to about twenty tons. FIG. 80 shows a flow chart  890  describing the tenth method embodiment as including an operation  892  of containing the integral unit  52  of bulk cargo  51  in the first container, such as the first enclosure  171 - 4 . The method moves to an operation  894  provided for containing the first container  171 - 4  with the integral unit  52  therein in the second flexible container  363 - 4 . The container  363 - 4  may have the lifter  64 - 4  capable of lifting the container  363 - 4  with the first container  171 - 4  and the integral unit  52  therein. The second container  363 - 4  is provided with the openable side  94 - 4 B opposite to the second side  93 - 4 A. The method moves to an operation  896  provided for using the lifter  64 - 4  to place the second container  363 - 4 , with the first container  171 - 4  therein and with the integral unit  52  in the first container  171 - 4 , on the bed  302  of the vehicle  304 . The bed  302  may be capable of tilting. The vehicle  304  may have the dumping (or rear) end  522  with the dumping section  848  over which dumping may occur. The lifter  64 - 4  places the second container  363 - 4  with the openable side  94 - 4 B facing the dumping end  522  of the vehicle  304  The method moves to an operation  898  provided for connecting the second side  93 - 4 A to the vehicle  304 , as by connecting the harness  501  to the connectors  504 . The method moves to an operation  900  provided for opening the openable side  94 - 4 B of the second container  363 - 4 . The method moves to an operation  902  provided for tilting the bed  302  of the vehicle  304  to cause the force of gravity to move first container  363 - 4  and the integral unit  52  within the first container  171 - 4  across the opened second side  94 - 4 B and off the bed  302 . The provision of the unit  52  in the inner container  171 - 4  is especially important to avoid contamination of the outer (second) container  363 - 4  when the cargo  51  is hazardous material waste bulk cargo. Contamination is avoided by keeping the cargo  51  separated from the second container  363 - 4 . Re-use of the second container  363 - 4  with another first container  171 - 4  and another integral unit  52  of the bulk cargo  51  (without use of decontamination processes) may be achieved by disconnecting the second side  94 - 4 B from the vehicle  304  and closing the openable side  94 - 4 B of the second container  363 - 4 .  
     Eleventh Embodiment of Methods  
     346. The present invention contemplates an eleventh method embodiment including operations to dump the bulk cargo  51  weighing in the range of about three tons to about twenty tons. FIG. 81 shows a flow chart  910  describing the seventh method as including an operation  912  of loading the bulk cargo  51  into a three dimensional container  363 - 4 . The container  363 - 4  may be provided with at least a first wall (e.g.,  94 - 4 B) having spaced respective first and second edges  164 - 4 F and G. The container  363 - 4  may have the second wall  92 - 4 C adjacent to the first wall  94 - 4 B, and the wall  92 - 4 C may also have the second edge  164 - 4 F. The container  363 - 4  may also have the third wall  91 - 4 D adjacent to the first wall  94 - 4 B, and the wall  91 - 4 D may have the third edge  164 - 4 G. The container  363 - 4  has the apertures  530  along each of the edges  164 - 4 F, and has the removable strands  532  in the apertures  530  along the edges  164 - 4 F to releasably hold the walls  92 - 4 C and  94 - 4 B together. The container  363 - 4  has the removable strands  532  in the apertures  530  along the second edges  164 - 4 G to releasably hold the walls  91 - 4 D and  94 - 4 B together. The container  363 - 4  has the lifter  64 - 4  capable of lifting the container  363 - 4  and the cargo  51 . The container also has the connectors  504  opposite to the first wall  94 - 4 B.  
     347. The method moves to an operation  914  provided for using the lifter  64 - 4  to place the container  363 - 4 , with the bulk cargo  51  therein, on the bed  302 . The bed  302  has the dumping (rear) end  522  and the bed  302  is tiltable. The lifter  64 - 4  places the container  363 - 4  with the first wall  94 - 4 B facing the dumping end  522 . The method moves to an operation  916  provided for connecting the connector  504  to the vehicle  304  (via the harness  501 ), with the connector  504  spaced from the dumping end  522 . The method moves to an operation  918  provided for separating the removable strands  532  from the respective edges  164 - 4 F and  164 - 4 G of the walls  92 - 4 C,  91 - 4 D, and  94 - 4 B to open the first wall  94 - 4 B. The method moves to an operation  920  for tilting the bed  302  to cause the bulk cargo  51  to move through the open first wall  94 - 4 B and off the bed  302 . The eleventh method embodiment also contemplates removing the container  363 - 4  from the bed  302  and again releasably holding the edges  164 - 4 F together and the edges  164 - 4 G together by threading the removable strands  532  in the apertures  530  along the respective edges  164 - 4 F and  164 - 4 G to enable reuse of the container  363 - 4 .  
     Twelfth Embodiment of Methods  
     348. The present invention contemplates a twelfth method embodiment for assembling a used container for reuse. The container may, for example, be the container  363 - 4  having an openable wall  94 - 4 B. Such wall  94 - 4 B has spaced first and second edges  164 - 4 F and G. The container  363 - 4  has another wall  92 - 4 C adjacent to the wall  94 - 4 B, the wall  92 - 4 C having a third edge  164 - 4 F. The container has another wall  91 - 4 D adjacent to the wall  94 - 4 B, the wall  91 - 4 D having a fourth edge  164 - 4 G. Each of the edges  164 - 4 F and G has a series of apertures  530  formed therein and extending along the respective edge. FIG. 82 shows a flow chart  1000  describing the twelfth method as including an operation  1002  of threading at least a first removable strand  532  in the apertures  530  that extend along the respective edges  164 - 4 F of the respective walls  94 - 4 B and  92 - 4 C to releasably hold those edges  164 - 4 F together. The method moves to an operation  1004  for threading at least a second removable strand  532  in the apertures  530  that extend along the respective second and fourth edges  164 - 4 G of the respective walls  91 - 4 D and  94 - 4 B to releasably hold the edges  164 - 4 G together.  
     349. Another aspect of the twelfth method embodiment may include a threading operation  1006  when the used container  363 - 4  has respective first, second, and third transition sections  163 - 4 B,  163 - 4 D, and  163 - 4 C attached to respective first, second, and third walls  94 - 4 B,  91 - 4 D and  92 - 4 C. The first transition section  163 - 4 B has spaced fifth and sixth edges  164 - 4 F and G, and the second transition section  163 - 4 D has a seventh edge  164 - 4 D, and the third transition section  163 - 4 C has an eighth edge  164 - 4 F. Each of the fifth, sixth, seventh, and eighth edges  164 - 4 F and G have a series of the apertures  530  formed therein and extending along the respective edge. With such transition sections  163 - 4 , the method moves to an operation  1006  of threading that may include threading at least a third removable strand  532  in the apertures  530  that extend along the respective fifth and seventh edges  164 - 4 F and G of the respective first and third transition sections  163 - 4 B and D to releasably hold the fifth and seventh edges  164 - 4 G together. The method moves to an operation  1008  for threading at least a fourth removable strand  532  in the apertures  530  that extend along the respective sixth and eighth edges  164 - 4 F of the respective first and fourth transition sections  163 - 4 B and  163 - 4 C to releasably hold the sixth and eighth edges  164 - 4 F together. The strands  532  may also include one of the pull rings  536 .  
     350. Another aspect of the twelfth method embodiment is shown in FIG. 83 in which the container  363 - 4  is reused. FIG. 83 shows a flow chart  1010  describing an operation  1012  of containing an additional amount of the bulk cargo  51  in the container  363 - 4  prepared according to the flow chart  1000  (FIG. 82). The containing may be as shown in FIG. 49 (with the cargo  51  in the inner container  171 - 4 ) or as shown in FIG. 51C (with the cargo directly in the container  363 - 4 ). The method moves to an operation  1014  for again using the lifter  64 - 4  to place the container  363 - 4 , with the bulk cargo  51  in the container  363 - 4 , on the bed  302 . The lifter  64 - 4  places the container  363 - 4  with the openable side  94 - 4 B facing the dumping (rear) end  522 . The method moves to an operation  1016  provided for connecting the connector  504  to the vehicle  304 . The method moves to an operation  1018  provided for cutting each of the strands  532  of the first and second closures adjacent to the respective knots  534 . The method moves to an operation  1020  for pulling on the respective pull rings  536  to remove the strands  532  from the respective apertures  530  and open the openable side  94 - 4 B. The method moves to an operation  1022  for moving the opened openable side  94 - 4 B to the open position (FIG. 52). The method moves to an operation  1024  for tilting the bed  302  to cause the bulk cargo  51  to move across the bottom  106 - 4  and across the opened second side  94 - 4 B and off the bed  302 .  
     Thirteenth Embodiment of Methods  
     351. The present invention contemplates a thirteenth method embodiment for containing an integral unit  52  of bulk cargo  51  for dumping. The cargo  51  is hazardous material waste weighing in the range of about three to about twenty tons. FIG. 84 shows a flow chart  1030  including an operation  1032  of receiving the integral unit  52  of bulk cargo  51  in the first flexible container  171 - 4 . Referring also to FIG. 64, the container  171 - 4  has a first open top defined by first transition sections  163 - 4  extending above the fill line  127 - 4  that indicates the intended height of the cargo  51 . The transition sections  163 - 4  are joined at the respective corners  102 - 4  and  103 - 4  and the flaps  107 - 4  are secured to each respective transition section  163 - 4 . The method moves to an operation  1034  for pulling the flaps  107 - 4  in succession across the cargo  51  to cause the transition sections  163 - 4  to form the tucks  185 - 4  (FIG. 69B, for example) at the respective corners  101 - 4 ,  102 - 4 ,  103 - 4 , and  104 - 4 . The method moves to an operation  1036  for tying the flaps  107 - 4  in respective positions (FIGS. 65 through 67) pulled across the cargo  51  such that the pulled and tied flaps  107 - 4  hold each respective tuck  185 - 4  at each such corner folded onto the respective tuck  185 - 4  to securely close the open top of the inner container  171 - 4 .  
     352. The method moves to an operation  1038  for receiving the first container  171 - 4  with the integral unit  52  therein in the second flexible container  363 - 4  (FIG. 69A). The second container  363 - 4  is provided with the lifter  64 - 4  capable of lifting the respective first and second containers  171 - 4  and  363 - 4  and the integral unit  52  therein. The second container  363 - 4  has an open top defined by second transition sections  163 - 4  (FIG. 69B) extending above a level of the closed top of the first container  171 - 4 . Each second transition section  163 - 4  is secured to a respective one of the walls  91 - 4 D,  92 - 4 C,  93 - 4 A or  94 - 4 B. FIG. 57 shows the second transition sections  163 - 4  joined at the respective corners  101 - 4 ,  102 - 4 ,  103 - 4 , and  104 - 4  that include the corners of the second transition sections  163 - 4 . Each wall corner (e.g.,  103 - 4  and  102 - 4 ) adjacent to the openable wall  94 - 4 B and each of the corresponding corners of the transition sections  163 - 4  are releasable to permit the openable wall  94 - 4 B to separate from the respective walls  91 - 4 D and  92 - 4 C and to permit the second transition section  163 - 4 B corresponding to the openable wall  94 - 4 B to separate from the second transition section  163 - 4 D and  163 - 3 C corresponding to the walls  91 - 4 D and  92 - 4 C. The second container  363 - 4  has a flap  107 - 4  secured to each second transition section  163 - 4  (FIG. 57). One of the second transition sections  163 - 4 B that corresponds to the openable wall  94 - 4 B and one of the second flaps  107 - 4 B that corresponds to the openable wall  94 - 4 B are each openable with the corresponding openable wall  94 - 4 B.  
     353. The method moves to an operation  1040  for pulling the second flaps  107 - 4  of the second container  363 - 4  in succession across the first container  171 - 4  (FIGS. 69A through 72) to cause the second transition sections  163 - 4  (FIG. 69B) to form the second transition section corners into second tucks  185 - 4 .  
     354. The method moves to an operation  1042  for tying at least the last three pulled second flaps  107 - 4  (e.g., the flaps  107 - 4 B,  107 - 4 C, and  107 - 4 D) in position after being pulled across the closed top of the first container  171 - 4  such that the tied flaps  107 - 4  hold each second tuck  185 - 4  folded onto itself to securely close the second open top of the outer container  363 - 4 . The tying of the openable second flap  107 - 4 B is such that the tie  510 B secured to the openable flap  107 - 4 B is accessible from a position outside of the second container  363 - 4 .  
     355. The thirteenth method embodiment may also use the second container  363 - 4  as shown in flow chart  1050  in FIG. 85. An operation  1052  is provided for using the lifter  64 - 4  to place the second container  363 - 4 , with the first container  171 - 4  therein and with the integral unit  52  in the first container  171 - 4 , on the bed  302 . The lifter  64 - 4  places the second container  363 - 4  with the openable side  94 - 4 B facing the dumping (rear) end  522 . The method moves to an operation  1054  for accessing the openable flap tie  51  OB from the outside of the second container  363 - 4 . The thirteenth method moves to an operation  1056  for untying the openable flap tie  510 B. The thirteenth method moves to an operation  1058  for accessing the releasable wall corners  103 - 4  and  102 - 4 , and the corresponding corners of the transition sections  163 - 4  from the outside of the second container  363 - 4 . The thirteenth method moves to an operation  1060  for releasing each of the accessed releasable wall corners  102 - 4  and  103 - 4  and the accessed corresponding corners of the transition sections  163 - 4 . Such releasing may be by using the knife  546  to cut the lacing  532 , and pulling the pull rings  536 , for example. The thirteenth method moves to an operation  1062  for connecting the wall  93 - 4 A (at the bottom  106 - 4 ) to the vehicle  304 . The thirteenth method embodiment moves to an operation  1064  for tilting the bed  302  to cause the force of gravity to move the first container  171 - 4  and the integral unit  52  across the opened second side  94 - 4 B and off the bed  302  to dump the first container  171 - 4  from the vehicle  304 . During such dumping the first container  171 - 4  maintains the hazardous material waste bulk cargo  51  separated from the second container  363 - 4  and in the form of the integral unit  52 .  
     Efficient Transport Using Reusable Container-Lifter  62 - 4   
     356. As described above, efficient transport is provided when the bulk cargo  51  is transported using a gondola car  53  during the mode of transport that covers the longest distance from the point of origin to the destination point. As described above, in being able to be dimensioned in a manner similar to the container-lifter  62 - 2  and thus used in a gondola car  53 , the reusable container-lifter  62 - 4  meets this aspect of efficient transport.  
     357. Because the reusable container-lifter  62 - 4  may be used with the inner container  171 - 4 , decontamination of the gondola car  53  may be avoided when the bulk cargo  51  is hazardous material waste. Thus, the inner container  171 - 4  and the outer container  363 - 4 , (which together keep the gondola car  53  uncontaminated) avoid the above-described need to cover an otherwise contaminated gondola car  53  and avoid return of such gondola car  53  empty to the point of origin for reloading, rather than releasing the gondola car to the railroad for further use without such return. Also, since the inner container  171 - 4  is designed to stay intact upon transport and upon being dumped from the vehicle  304 , the outer container-lifter  62 - 4  should not become contaminated by the hazardous material waste  51  in the inner container  171 - 4 .  
     358. As described above, efficient transport is also provided when there is “ease of filling”. For the hazardous material waste  51 , for example, the conformity of the sizes of the top openings of the inner container  171 - 4  and the reusable container-lifter  62 - 4  with at least the size of a bucket of a front loader  122 , are important factor in achieving efficient transport operations because such conformity facilitates ease of filling.  
     359. The above reference to using seventy percent of the capacity of a gondola car  53  (as part of efficient transport) is also provided by the reusable container lifters  62 - 4 , which may have the same high weight-carrying capacities as the container lifters  62 - 2 , for example. It was also noted above that efficient transport is further provided when there is efficient transfer of the bulk cargo  51  into the gondola car  53 . The reusable container lifter  62 - 4  has the same advantages as the container lifter  62 - 2 , for example, in that the container-lifter  62 - 4  also divides the bulk cargo  51  at the point of origin into the units  52  for transport.  
     360. The container-lifter  62 - 4  also meets another aspect of efficient transport, namely, allowing bulk cargo  51  to be is divided into units  52  for transport and having the units  52  be capable of being stacked at the destination point in a stable condition. In the context of the reusable container-lifter  62 - 4 , the capability of being stacked is achieved by dumping the units  52 , one-by-one, to form one layer of the units  52 . Fill material (not shown) may be provided over the one layer, for example. The one layer of units  52  is stable, such that vehicles  304  may drive on the first layer and dump a second (and other) layers of the units  52 . The process may be repeated to form up to six stable layers of lift-liners. Such process of stacking avoids the need to lift the container-lifter  62 - 4  at the storage or disposal site, and may be used when local regulations (at the site) permit. Such local regulations will not normally interfere with widespread use of the reusable container-lifters  62 - 4  because there are substantial numbers of municipal landfills, for example, at which non-hazardous bulk material waste  51  may be dumped from the reusable container-lifters  62 - 4  and stacked in layers as described above.  
     361. As described above, the inner container  171 - 4  and the outer container-lifter  62 - 4  may be made from materials similar to those used to make the container-lifter  62 - 2 . Therefore, efficient transport is further provided since the container-lifter  62 - 4  has a minimum empty volume and weight prior to being loaded with the bulk cargo. Thus, once the container-lifter  62 - 4  is prepared for re-use as described above, the container-lifter  62 - 4  easily collapses (or folds) for transport to the point of origin, is readily openable for loading, and itself is relatively light-weight  
     362. Efficient transport was also described as being further provided when a lift-liner system  50  both defines the unit  52  of the bulk cargo  51  and efficiently couples the vertical lifting force provided by a crane  57 , for example, to the structure of the lifter  64 . In being provided with the lifter  64 - 4 , the reusable container-lifter  62 - 4  may be part of the system  50 - 4  that distributes portions of such vertical lifting forces to the lifter  64 - 4  as secondary vertical forces applied vertically and uniformly to the bulk cargo within the container-lifter  62 - 4 .  
     363. Efficient transport may be further provided by the reusable container-lifter  62 - 4  with the inner container  171 - 4 , since these two structures that define the unit  52  of the bulk cargo  51  need not be used with a dedicated transport vehicle, such as a dedicated IMC. Rather, the inner container  171 - 4  and the outer container-lifter  62 - 4  themselves may line the inside of a roll-off container or gondola car  53  and have integrity so as to prevent leakage of the bulk cargo  51  from the container-lifter  62 - 4 . The inner container  171 - 4  is designed to be strong enough to be able to keep at least twenty tons of bulk cargo  51  safely together as a unit  52  despite dropping from heights such as two feet above the ground from the vehicle  304  during the above-described dumping.  
     364. The foregoing description of the present invention illustrates and describes the invention and is not intended to limit the invention to the form disclosed herein. The embodiments disclosed are intended to describe the best modes known of practicing the invention and to enable those skilled in the art to use such invention in such or other embodiments. It is intended that the appended claims define the invention and be interpreted so as to include alternative embodiments to the extent permitted by the prior art.