Patent Publication Number: US-2009238669-A1

Title: Vehicle, system and method for handling cargo containers

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is related to and claims priority from Provisional Patent Application Ser. No. 61/069,847 filed on Mar. 18, 2008. 
    
    
     FIELD OF THE INVENTION 
     This invention relates to a vehicle, system and method for handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination. 
     BACKGROUND OF THE INVENTION 
     As is generally well known, handling containers used to haul cargo in marine vessels or the trailer portion of a tractor trailer combination between a pair of terminals is a multi step process. For example, in applications involving marine vessels, the container is first removed, usually by a crane, from the marine vessel and is set on the ground surface in a generally close proximity to such vessel. Due to limited storage area in such close proximity to the marine vessel, the container may be moved to a different location within marine port by a specialty vehicle. Then, the container is loaded, either by such specialty vehicle or a crane, onto a railcar usually in a side loading manner. To maximize loading capacity, the container is loaded into a well car and, furthermore, a second container is also loaded and is stacked on a top of a lower container. The container(s) is(are) then transported by the railcar to a remote inland terminal, where each container is unloaded by specialized vehicle, again from the side of the railcar, and is moved to a predetermined position for future handling. Or, the container is unloaded by a crane and is placed onto a specialized dolly that is then connected to a truck. Thus, the loading, transportation and unloading of the container requires greater than desirable number of steps and vehicles thus resulting in inefficient and expensive process. 
     Therefore, there is a need for an improved system and method of handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination. 
     SUMMARY OF THE INVENTION 
     In a first aspect, the present invention provides a system for handling at least one of a container used to haul cargo in marine vessels and a trailer portion of a tractor trailer. The system includes at least one intermodal railroad car having a pair of longitudinal ramps and a pair of ends, each of the pair of ends having a pair of tapered side edges converging in a substantially horizontal plane to form an angle of the each end of about ninety degrees. There is at least one vehicle releasably connectable to the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer and having at least a predetermined plurality of ground engaging wheel assemblies mounted on each side of the at least one vehicle in a spaced apart relationship for travel on the pair of longitudinal ramps and further having means for moving the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer in a vertical direction. At least one cargo handling terminal is provided and enables movement of the at least one vehicle onto and from each of the pair of longitudinal ramps and the pair of ends for at least one of loading the at least one of a container used to haul cargo in marine vessels and a trailer portion of a tractor trailer onto and unloading the at least one of a container used to haul cargo in marine vessels and a trailer portion of a tractor trailer from the at least one intermodal railroad car. 
     In another aspect, the present invention provides a railroad car for handling at least one of a container used to haul cargo in marine vessels and a trailer portion of a tractor trailer. The railroad car includes a cargo receiving portion and a pair of longitudinal ramps, each of the pair of longitudinal ramps having a proximal edge thereof extending along one side of the cargo receiving portion. There is a pair of barriers, each of the pair of barriers disposed in a vertical plane and having a lower edge thereof secured to a distal end of one longitudinal ramp. There is also a pair of end sills, each of the pair of end sills having each of a proximal end thereof extending along one end of the cargo receiving portion, a distal end formed by a pair of tapered edges converging in the horizontal plane to form an angle of the distal end of about ninety degrees, a top planar surface disposed substantially planar with a top planar surface of the each of the pair of longitudinal ramps, and a pair of side edges, each of the pair of side edges aligned with one distal edge of the longitudinal ramp. 
     In yet another aspect, the present invention provides a vehicle for handling at least one of a container used to haul cargo in marine vessels and a trailer portion of a tractor trailer. The vehicle includes a substantially rectangular frame disposed in a horizontal plane, the frame having a pair of ends and a pair of sides defining a central opening thereof, the central opening sized to receive the at least one of the container and the trailer portion therewithin. An operating cab is mounted on one end of the frame. A predetermined plurality of ground engaging wheel assemblies are mounted on each side of the frame. There is means for generating motive power to at least a pair of the predetermined plurality of ground engaging wheel assemblies. There is also means for moving the at least one of the container and the trailer portion received within the central opening in a vertical direction. 
     In a further aspect, the present invention provides a vehicle for handling at least one of a container used to haul cargo in marine vessels and a trailer portion of a tractor trailer. The vehicle includes a body. A predetermined plurality of ground engaging wheel assemblies are mounted on both sides of the body. There is means for generating motive power to at least a pair of the predetermined plurality of ground engaging wheel assemblies. There is also means for moving the at least one of the container used to haul cargo in marine vessels and the trailer portion of tractor trailer in a vertical direction, the means including each of a vertically disposed member mounted for a linear movement on an opposed end of the body, a pair of locking fittings mounted at an upper end of the member for locking engagement with a respective corner fitting disposed on the at least one of the container and the trailer portion and at least one vertically disposed linear actuator having a terminal end of a stationary portion thereof secured to the opposed end of the body and having a terminal end of a movable portion thereof secured to the member. 
     In another aspect, the present invention provides a method for transporting at least one of a container used to haul cargo in marine vessels and a trailer portion of a tractor trailer between a pair of cargo handling terminals. The method includes the step of providing a powered vehicle having each of ground surface engaging wheels, rail track engaging wheels, means for connecting to the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer, and means for reciprocally moving the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer in a vertical direction. Then, configuring the vehicle for travel on the ground surface. Next, connecting the vehicle to the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer. Elevating the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer a predetermined distance above ground surface. Then, traveling, by the vehicle, to a rail head located at one of the pair of cargo handling terminals. Next, reconfiguring the vehicle for travel on the rail track. Transporting the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer to an opposed one of the pair of cargo handling terminals. Next, reconfiguring the vehicle for travel on the ground surface. Then, traveling, by the vehicle, to a predetermined location in the opposed one of the pair of cargo handling terminals. Lowering, with the vehicle, the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer onto a ground surface of the opposed one of the pair of cargo handling terminals. Finally, disconnecting the vehicle from the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer. 
     In another aspect, the present invention provides a method for transporting at least one of a container used to haul cargo in marine vessels and a trailer portion of a tractor trailer between a pair of cargo handling terminals. The method includes the step of providing a powered vehicle having each of ground surface engaging wheels, means for connecting to the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer and means for reciprocally moving the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer in a vertical direction. Next, providing at least one intermodal railroad car having a pair of longitudinal side ramps and a pair of ends surrounding a cargo receiving portion, each of the pair of ends having a pair of tapered side edges converging in a substantially horizontal plane to form an angle of the each end of about ninety degrees. Then, providing, at least one cargo handling terminal having a pair of platforms disposed in a parallel spaced relationship to each other. Configuring a portion of a continuous railroad track disposed between the pair of platforms into a predetermined plurality of track sections disposed at each of a first angle of about ninety degrees to each other and at a second angle of about forty five degrees to a side edge of each of the pair of platforms. Next, connecting the vehicle to the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer. Then, elevating, with the reciprocally moving means of the vehicle, the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer a predetermined distance above ground surface. Transporting, by the vehicle, the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer onto the at least one intermodal railroad well car. Next, depositing, with the reciprocally moving means of the vehicle, the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer onto the cargo receiving portion. Finally, transporting, by the at least one intermodal railroad well car, the at least one of the container used to haul cargo in marine vessels and the trailer portion of the tractor trailer to an opposed one of the pair of cargo handling terminals. 
     OBJECTS OF THE INVENTION 
     It is, therefore, one of the primary objects of the present invention to provide a system for handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination that utilizes a self-loading vehicle. 
     Another object of the present invention is to provide a system for handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination that utilizes a modified well or flat bed railcar capable of supporting a loading vehicle. 
     Yet another object of the present invention is to provide a system for handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination that utilizes a modified well or flat bed railcar that can be loaded or unloaded from the end. 
     A further object of the present invention is to provide a system for handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination that employs a pair of loading platforms and a track portion disposed to enable end loading and unloading of a railcar. 
     Yet a further object of the present invention is to provide a system for handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination that employs specialized vehicle adapted for travel on each of the ground surface and rail track. 
     An additional object of the present invention is to provide a method of utilizing the above described system for handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination. 
     In addition to the several objects and advantages of the present invention which have been described with some degree of specificity above, various other objects and advantages of the invention will become more readily apparent to those persons who are skilled in the relevant art, particularly, when such description is taken in conjunction with the attached drawing Figures and with the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWING FIGURES 
         FIG. 1  illustrates planar view of a system of the present invention for handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination; 
         FIG. 2  is a partial side elevation of the system of  FIG. 1 ; 
         FIG. 3  is a side elevation of the system of  FIG. 1 , particularly illustrating an intermodal railroad car of the present invention; 
         FIG. 4  is a planar view of the intermodal railroad car of  FIG. 3 ; 
         FIG. 5  is a cross-sectional view of the intermodal railroad car along lines V-V of  FIG. 2 ; 
         FIG. 6  is a cross-sectional view of the intermodal railroad car along lines VI-VI of  FIG. 2 ; 
         FIG. 7  is a side elevation of the system of  FIG. 1 , particularly illustrating a vehicle for loading and unloading containers which is constructed in accordance with one embodiment of the present invention; 
         FIG. 8  is a rear elevation view of the vehicle of  FIG. 7 ; 
         FIG. 9  is a planar view of a railroad track layout employed in the system of  FIG. 1 ; 
         FIG. 10  is a side elevation view illustrating the vehicles of  FIG. 7  ready to be backed into a position to raise a pair of containers; 
         FIG. 11  is a side elevation view illustrating containers being raised by the vehicles of  FIG. 7 ; 
         FIG. 12  is a side elevation view illustrating containers being set into a well car; 
         FIG. 13  is a side elevation illustrating a pair of vehicles for loading and unloading containers which is constructed in accordance with another embodiment of the present invention; 
         FIG. 14  is an end view of the vehicle of  FIG. 13 ; 
         FIG. 15  illustrates an alternative embodiment of the vehicle of  FIG. 13 ; 
         FIG. 16  is an end view of the vehicle of  FIG. 15 ; 
         FIG. 17  illustrates another alternative embodiment of the vehicle of  FIG. 13 ; 
         FIG. 18  is an end view of the vehicle of  FIG. 17 ; 
         FIG. 19  is a planar view of a system of the present invention for handling one of containers used to haul cargo in marine vessels and the trailer portion of a tractor trailer combination using the vehicles of  FIG. 13 . 
         FIG. 20  is a partial side elevation view of the system of  FIG. 19 ; 
         FIG. 21  is a planar view of a vehicle for loading and unloading containers which is constructed in accordance with yet another embodiment of the present invention; 
         FIG. 22  is a side elevation view illustrating a vehicle for loading and unloading containers which is constructed in accordance with a further embodiment of the present invention which has a split frame having a rear portion illustrated in raised position; 
         FIG. 23  is a side elevation view of the vehicle of  FIG. 22  with the ear portion of the frame lowered into position to pick up the container; 
         FIG. 24  is a side elevation view showing the frame illustrated in  FIG. 22  shortened in length to accommodate the size of the container to be moved; 
         FIG. 25  is a side elevation view showing the container illustrated in  FIG. 24  in a lifted position and with the ground engaging wheels lowered; 
         FIG. 26  is a side elevation view showing the container illustrated in  FIG. 24  in a lifted position and with both the ground engaging wheels and rail engaging wheels lowered; 
         FIG. 27  is a side elevation view showing the container illustrated in  FIG. 24  in a lifted position and with the ground engaging wheels raised and rail engaging wheels lowered; and 
         FIG. 28  is a schematic diagram illustrating a plurality of vehicles of  FIGS. 21  or  22  connected into a train consist. 
     
    
    
     BRIEF DESCRIPTION OF THE VARIOUS EMBODIMENTS OF THE INVENTION 
     Prior to proceeding to the more detailed description of the present invention, it should be noted that, for the sake of clarity and understanding, identical components which have identical functions have been identified with identical reference numerals throughout the several views illustrated in the drawing figures. 
     Now in reference to FIGS.  1 -?, therein is shown a system, generally designated as  20 , for handling at least one of a container used to haul cargo in marine vessels and a trailer portion of a tractor trailer. 
     The system  20  will be illustrated and described in combination with the container  10  used to haul cargo in marine vessels, although it will be apparent to those skilled in the relevant art that the present invention may be applied to a trailer portion of a tractor trailer and as such should not be interpreted as a limiting factor of the system  20  of the present invention. 
     To aid the reader in understanding the structure and operation of the present invention, it is noted that the container  10  has a corner fitting  12  disposed at each corner thereof. The fitting  12 , has a trio of apertures  14  (only one of which is shown), each formed through one leg of the corner fitting  12  for receiving a locking pin therethrough. 
     The system  20  includes at least one intermodal railroad car, generally designated as  30 , at least one vehicle, generally designated as  100 , that can be connected, in a releaseable manner, to such container  10  and at least one cargo handling terminal, generally designated as  130 . Preferably, the intermodal railroad car  30  is designed to operate in multiple numbers forming a dedicated train consist that can be loaded and unloaded rapidly. 
     The intermodal railroad car  30  has a cargo receiving portion  31 , which may have a generally planar surface (flat bed) for carrying a single container thereon. The present invention also contemplates and is described below in combination with an intermodal railroad well car. Such intermodal railroad well car, best shown in  FIGS. 3-6  is constructed generally identical to conventional well cars in that cargo receiving portion  31  includes a pair of side walls  32 , a pair of end walls  34  and a well  36  defined by a combination of the side and end walls,  32  and  34  respectively, for receiving the container  10  therein. Accordingly, the bottom wall  38  of the well  36  is adapted for securing the container  10  at fittings  12  during transport. However, the intermodal railroad well car  30  of the present invention includes several novel features. 
     First, there is a pair of longitudinal ramps  50 . Each longitudinal ramp  50  has a proximal edge  52  thereof extending along and rigidly secured to one side wall  32  at a top edge  40  thereof. Each longitudinal ramp  50  also extends outwardly, in a horizontal plane, from the side wall  32 . 
     Second, there is a pair of barriers  60 . Each barrier  60  is disposed in a vertical plane and has a lower edge  62  thereof secured to a generally straight distal end  54  of one longitudinal ramp  50 . 
     Furthermore, there is a pair of end sills  70 . Each end sill  70  has a proximal end  72  thereof extending along and rigidly secured to each of the end wall  34  at a top edge  42  thereof and extends outwardly in a horizontal plane therefrom. A distal end  74  of the end sill  70  is formed by a pair of tapered edges  76  converging in the horizontal plane to form an angle  78  of the distal end  74  of about ninety degrees. A top planar surface  80  of the end sill  70  is disposed substantially planar with a top planar surface  56  of each of the pair of longitudinal ramps  50 . Generally straight side edges  82  of each end sill  70  are aligned with respective distal side edge  54  of the longitudinal ramp  50 . The bottom surface  84  of each end sill  70  is inclined from the distal end  74  downwardly toward the end wall  34  at an angle to receive a bogie  90  of the well car  30  that essentially supports one end sill  70  thereon and is adapted with conventional wheels  92  for travel on a rail track. There is also means, for example, such as a pair of conventional couplers  94 , each disposed at a respective end sill  70 , for connecting the intermodal railroad well car  30  therebetween, to a conventional railroad car or to locomotive into a train consist. 
     Finally, at least the inner surfaces of the side and end walls,  32  and  34  respectively, are tapered inwardly to at least substantially minimize sliding of the container  10  during transport. 
     It is essential for the length of the intermodal railroad well car  30  to be less than sixty (60) feet between ends of the couplers  94  so as to meet various railroad rules and regulations. 
     The overall width of the intermodal railroad well car  30  should be approximately ten-and-a half (10.5) feet, to accommodate loading and unloading of the container  10  and the width of the well  36  which is approximately eight-and-a half (8.5) feet. 
     Now in reference to  FIGS. 7-8 , the system  20  also includes a vehicle, generally designated as  100 , for loading the container  10  and unloading it from the well  36  of the intermodal railroad well car  30 . The vehicle  100  includes an operating cab  108 , although the present invention contemplates that the vehicle  100  may be provided as an automated guidance vehicle (AGV) in applications allowing use of a proper guidance system. The operating cab  108  is provided with necessary controls for the driver to operate the vehicle  100 . There is a pair of driving and load carrying ground engaging wheels  110  which are positioned toward the rear end  106  of the vehicle  100 . The wheels  110  are independently steered so as to improve maneuverability of the vehicle  100  similar to a “hook and ladder” fire trucks. There is also a pair of ground engaging idler wheels  112  that are mounted toward the front end  104  of the vehicle  100 . 
     Means is provided for generating motive power to at least a pair of the predetermined plurality of ground engaging wheel assemblies  110 . Such motive power means may be a conventional diesel power plant  114  that may be further integrated with the operating cab  108 . Such motive power means may also include at least one electric motor  116  coupled to the pair of the ground engaging wheel assemblies  110  for enacting rotation thereof upon supply of electric power. 
     The vehicle  100  also includes means for moving one end of the container  10  in a vertical direction. By way of one example of  FIG. 8 , such means includes a vertically disposed member  120  mounted for a reciprocal linear movement in a vertical direction on the rear end  106 . A pair of locking fittings  124  are provided with each locking fitting  124  mounted at each lower end of the member  120  for temporary locking engagement with the aperture  14  of a respective corner fitting  12 . The locking fitting  124  may be of the type as manufactured by the TANDEMLOC, Inc of Havelock, N.C. At least one vertically disposed linear actuator  126  is also provided and has at least a terminal end of a stationary portion  128  thereof secured to the end  106  and has a terminal end of a movable portion  129  thereof secured to the member  120 . The linear actuator  126  may be of any well known type, including pneumatic or hydraulic cylinder or electric drive. It is also contemplated to removably attach member  120  to the body  102 , so that the member  120  may remain attached to the end of the container  10  in either a permanent or a semi-permanent manner. The lifting capability needs to be in excess of a combined 200,000 lbs load of a pair of containers  10 ,  10 ′. 
     Upper end  122  of each elongated member  120  may be also adapted with the locking fitting  124  or any other means for supporting the container  10 . 
     The member  120  is designed and mounted on the rear end  106  so as to allow for a second container  10 ′ to be stacked on top of the container  10 . 
     The wheel assemblies  110  are spaced apart in a direction transverse to the longitudinal axis of the container  10  for travel on the top planar surfaces  56  of the ramps  50  and top planar surfaces  80  of the end sills  70 . 
     The present invention also provides for at least one cargo handling terminal  130 , best shown in  FIG. 9 , for loading and unloading such container  10 . Such cargo handling terminal  130  includes a pair of platforms  132  disposed in a parallel spaced relationship to each other. The distal end  133  of each platform  132  overhangs a portion of the track. Thus, the distal end  133  is either provided of a removable or pivotal type to facilitate track maintenance. A main railroad track  134 , running mediate the pair of platforms  132 , has a pair of parallel branches  136 , each of such pair of branches  136  disposed adjacent a respective one of the pair of platforms  132 . Each end of reach branch  136  is joined to the main track  134  with a railroad track switch  138 . The railroad track switch  138  is of a conventional type and its description will be omitted in this document for the sake of brevity. 
     The operation of the system  20  will be described in reference to  FIGS. 1-2  and  10 - 12 . 
     As the train consist approaches the cargo handling terminal  130 , each intermodal railroad well car  30  is switched at the first switch  138  so that one end of the intermodal railroad well car  30  travels on the track branch  136  disposed adjacent one of the pair of platforms  132 , while the other end of the intermodal railroad well car  30  travels on the track branch  136  disposed adjacent an opposed one of the pair of platforms  132 . The locomotive (not shown) travels on the main center track  134 . 
     Each distal end  74  of the at least one intermodal railroad well car  30  is then disposed in close proximity to a respective side edge  133  of one of the pair of the platforms  132 , wherein one of the pair of tapered edges  76  of each end sill  70  is disposed substantially parallel to such side edge  135  of the respective one of the pair of platforms  132 . The height of each platform  132  is substantially identical to the height of the top planar surface  80  of the end sill  70  above top of rail. The length of the platform  132 , particularly at its side edge  133 , is selected to accommodate a predetermined number of intermodal railroad well cars  30  that can be loaded or unloaded without repositioning. It has been determined that a group of between eight (8) and ten (10) intermodal railroad well cars  30  is most advantageous to facilitate loading and unloading process. Thus, a number of intermodal railroad well cars  30  may be grouped into a mini train consist, wherein such intermodal railroad well cars  30  are coupled therebetween with couplers  94  that are less than conventional couplers to reduce both the weight and cost of each intermodal railroad well car  30 . Then, the end sill  70  of each end intermodal railroad well car  30  will be equipped with conventional coupler  94 . 
     Further, one vehicle  100  is connected to one end of the container  10 . Another vehicle  100  is connected to an opposed end of the container  10 . The container is elevated above the ground surface, in unison, by the pair of vehicles  100 . When the container  10  is lifted, the each vehicle  100  is pivoted about its load carrying wheels  110 . The container  10  (or a tandem of containers  10  and  10 ′) is transported, by the pair of vehicles  100  onto the at least one intermodal railroad well car  30 . It would be understood that the ramps  50  are employed for allowing at least one vehicle  100  to travel along the side of the well  36 . Advantageously, as best shown in  FIG. 1 , the articulation of pair of intermodal railroad well cars  30  join the tapered distal ends  74  of such pair of intermodal railroad well cars  30 , so that the pair of vehicles  100  have full usage of the entire width of the end sill  70 . The barriers  60  are of a sufficient height to prevent the vehicle  100  from driving off the side of the intermodal railroad well car  30 . 
     After the container  10  is positioned about the well  36  it is lowered in unison by the pair of vehicles  100  and deposited into the well  36 . Each vehicle  100  may be then disconnected from a respective end of the container  10  and exit the intermodal railroad well car  30 . The train consist including the intermodal railroad well cars  30  of the present invention is then moved by the locomotive (not shown) to another container handling terminal where the container  10  is unloaded in a conventional manner. 
     The offloading of the container  10  will be achieved in a reverse manner, wherein each vehicle  100  is moved and coupled to one end of the container  10  which is then lifted, in unison, by the pair of vehicles  100  and is being transported off the intermodal railroad well car  30 . 
     It is also within the scope of the present invention to allow the vehicles  100  to travel with the container  10  for unloading such container  10  at another cargo handling terminal  130  equipped with the pair of platforms  132  and the railroad track portion  134 . This eliminates the need to reconnect the vehicles  100  for offloading purposes. When traveling with the container  10 , the vehicles  100  is anchored down to the car  30  at anchor members  140 , which may be a conventional eyelet. 
     After the intermodal railroad well cars  30  are loaded and/or unloaded, these cars are switched at the second railroad switch  138  into a conventional linear arrangement of the train consist. 
     Now in further reference to  FIGS. 13-20 , the present invention provides a vehicle, generally designated as  150 , which is constructed in accordance with another embodiment of the invention. The vehicle  150  has a body  152 , an operating cab  158  mounted on one end of the body  152  and plurality of ground engaging wheels  160 . The vehicle  150  may be also provided with out the operating cab  158  and is referenced, for the sake of clarity, with numeral  150 ′. The vehicle  150 ′ is essentially a slave to then leading vehicle  150 . In this embodiment, both vehicles  150  and  150 ′ are provided with a coupling arrangement (not shown), so that both vehicles  150  and  150 ′ can travel as a tandem. Vehicle  150  will first position the vehicle  150 ′ at one end of the container  10  and then drive to the opposed side. The controls of the salve vehicle  150 ′ are adapted to be operable from the vehicles  150  for synchronous lifting and lowering of the container  10 . Such tandem arrangement is particularly advantageous when the vehicles  150 ,  150 ′ are to remain with the container  10  during transport on the intermodal railroad well car  30 . 
     A pair of lifting assemblies  162 , each constructed substantially identical to the above described member  120  and  126  is provided at the rear end of the vehicle  150 ,  158 ′. It is also contemplated to retain such lifting assemblies  162  attached to the container  10  during transport and, thus, it is within the scope of the present invention to provide a coupling member  164 , which may be a simple hook. 
     Preferably, the height of at least a portion of the vehicle  100  does not exceed four (4) feet at a distance of (4) feet from the end of the container  10 . Thus, when a pair of containers  10 ,  10 ′ are transported in a vertically stacked arrangement, the length of the upper container  10  may greater than the length of the lower container, as best shown in  FIG. 13 . However, the height may increase beyond the (4) feet on a portion of the vehicle  150  which is outside of the length envelope if the upper container  10 ′. Thus, the cab  158  is positioned at a distance from the end of the lower container  10  so that its height can be greater than (4) feet to enhance operating conditions within the interior confines of the operating cab  158 . 
     When containers  10  and  10 ′ are to be transported in a conventional vertically stacked tandem arrangement, the vehicles  150 ,  150 ′ will connect to the lower the container  10  having a smaller length. It is also within the scope of the present invention to transport a pair of stacked containers  10  having identical length. Thus, the above described system  20  can transport the following tandem configurations: forty (40) foot container below and forty (40) foot container above, twenty (20) foot container below and twenty (20) foot container above, forty (40) foot container below and two (2) twenty (20) foot containers above, and forty (40) foot container below and either a forty-five (45) or a forty-eight (48) foot container above. 
     Loading and unloading of the intermodal rail cars  30  using the vehicles  150 ,  150 ′ is achieved in a substantially identical manner to using the vehicles  100 ,  100 ′. Thus, the detail description of the operation is omitted for the sake of brevity. 
     In accordance with yet another embodiment of the invention, therein is provided a vehicle, generally designated as  200 , that is capable of connecting to and transporting the container  10  over both the ground surface and rail track. 
     Now in reference to  FIGS. 21-28 , the vehicle  200  includes a substantially rectangular frame  210  disposed in a horizontal plane. The frame  210  has a pair of end members  212  and a pair of side member  214  defining a central opening  216  thereof. The central opening  216  is sized to receive the container  10  therewithin. An operating cab  218  is mounted on the one end of the frame  210 . There is also a predetermined plurality of ground engaging wheel assemblies  220  mounted on each side member  214  of the frame  210 . As is with vehicles  100  and  150 , the vehicle  200  includes means for generating motive power to at least a pair of the predetermined plurality of ground engaging wheel assemblies  220 . Equally as well there is means positioned at each end of the frame  210  for moving the container  10  in a vertical direction. Such container moving means may be a pair of the above described member  120 , locking fittings  124  and linear actuators  126 , a quartet of linear actuators, each having the stationary portion  128  thereof disposed at the inner corner of the frame  210  and rigidly secured to at least one of the end member  212  and side member  214  and having fitting  124  secured to a distal end of the movable portion  129 . In operation, the container  10  is lowered into the central opening  216 , for example by a gantry crane (not shown) lifted of the ground and transported onto the intermodal railroad well car  30 . 
     For the reasons to be explained later, the vehicle  200  includes a pair of rail engaging wheel assemblies  230 . One rail engaging wheel assembly  230  is mounted at one end of the frame  210 . The other rail engaging wheel assembly  230  is mounted at the opposed end of the vehicle  210 . Each rail engaging wheel assembly  230  includes a pair of wheels  232  joined by an axle  234 . Each rail engaging wheel assembly  230  is mounted so as not to protrude into the central opening  216  and interfere with the container  10  received therewithin. 
     When the pair of rail engaging wheel assemblies  230  are provided, the vehicle  200  includes a first means for linearly moving each of the predetermined plurality of ground engaging wheel assemblies  220  in the vertical direction and a second means for linearly mowing the each of the pair of rail engaging wheel assemblies  230  in the vertical direction. Each of the first and second wheel moving means is a linear actuator  236  having a stationary portion thereof rigidly attached to a predetermined portion of the frame  210  and having a movable portion attached, either directly or indirectly, to the wheel assembly. The vehicle  200  further includes coupling means, such as coupler  238  for coupling a predetermined plurality of vehicles  200  into a consist. The couplers could be of a conventional railroad type and can be used in combination with energy absorbing devices, for example such as a well known draft gear (not shown) 
     Thus, the vehicle  200  having rail engaging wheel assemblies  230  and couplers  238  can actually move at least one container  10  to a start of the rail head, reconfigure the wheel arrangement from ground engaging to rail engaging mode and transport the at least one container  10  on a railroad track to a another cargo handling terminal. Upon reaching the another cargo handling terminal, the vehicle  200  can reconfigure the wheel arrangement from rail engaging to ground engaging mode and unload the at least one container  10  in a specific position, including direct placement of the container onto a truck bed. The vehicle  200  can then pick up another container  10  and transport it to the original cargo handling terminal, that the vehicle  200  arrived from, by essentially repeating reconfiguration of the wheel assemblies  220  and  230 . Thus, the container  10  is handled only once between two cargo handling terminals. 
     In the most presently preferred embodiment of the invention, the vehicle  200  has the frame  210  replaced with a frame  240  that is defined by a first generally U-shaped portion  242  carrying the one end of the frame and a second generally U-shaped portion  250  carrying an opposed end of the frame  240  and partially supported on the first generally U-shaped portion  242 . There is also a pair of elongated members  260  (only one of which is shown in various figures), each of the pair of elongated members  260  disposed on a respective leg  244  of the first generally U-shaped portion  242  in longitudinal alignment with each leg  252  of the second generally U-shaped portion  250 . There is means for reciprocally pivoting the second generally U-shaped portion  250  in a vertical plane relative to the first generally U-shaped portion  242 . Such reciprocally pivoting means includes a pair of hinges  270 , each of the pair of hinges  270  connecting a distal end of one elongated member  250  with a distal end of a respective leg  252  of the second generally U-shaped portion  250  and a pair of linear actuators  272 , each of the pair of linear actuators  272  having a stationary portion  274  thereof pivotally connected to one elongated member  260  and having a terminal end of a movable portion  276  pivotally connected to the respective leg  252  of the second generally U-shaped portion  250 . 
     There is also means for linearly moving the second generally U-shaped portion  250  in a first direction away from the first generally U-shaped portion  242  and in an opposed second direction towards the first generally U-shaped portion  242 . Such linearly moving means includes a pair of linear actuators  282 , each of the pair of linear actuators  282  having a stationary portion thereof secured to one leg  244  of the first generally U-shaped portion  242  and having a movable portion thereof connected to a respective elongated member  260  disposed on the one leg  244 . 
     In the frame  240 , a predetermined plurality of ground engaging wheels  220  are mounted under each leg  252  and a pair of rail engaging wheel assemblies  230  is mounted at the end of the second generally U-shaped portion  250 . 
     In operation, to load the container  10  or a pair of containers  10 ,  10 ′ positioned on the ground surface  6 , the vehicle  200 , having the second generally U-shaped portion  250  disposed in a vertical plane is backed toward one end of a single container  10  or a pair of vertically stacked containers  10  and  10 ′, to such point that the front lifting mechanism becomes relatively adjacent to the end section thereof. The second generally U-shaped portion  250  is moved in the first direction and rotated clockwise into a generally vertical position, as best shown in  FIG. 22 . The vehicle  200  is then partially encases the container  10  after which the second generally U-shaped portion  250  is lowered and is moved in the opposed second direction, as best shown in  FIGS. 23-24 . The vehicle  200  then elevates the container  10  above the ground surface and travels to the start of the rail head. Upon arriving at the start of the rail head and centering about the rail track  8 , the rail engaging wheels are lowered and the ground engaging wheels  220  are raised, enabling the vehicle  200  to travel on such rail track  8   
     Thus, the vehicle  200  having a frame  240  is of a self-loading type and does not require additional container handling equipment for loading and unloading containers  10 . It would be understood, that the vehicle  200  is capable of connecting to and transporting a pair of vertically stacked containers  10 ,  10 ′ as well as a pair of small containers  10 ″ stacked on top of the single container  10 , as best shown in  FIG. 27 . 
     Furthermore, use of the frame  240  allows the vehicle  200  to adapt to containers  10  of various lengths and thus, the vehicle  200  is capable of handling containers  200  from twenty (20) feet in length to from fifty-three (53) feet in length thus handling any of the presently used containers  10 . 
     One example of using the vehicles  200  is related to a port of Los Angeles that is connected by a dedicated rail line to the Inland Empire facility. Such dedicated rail line is known as Alameda Corridor. Due to lack of sufficient storage space at the docks, generally all unloaded containers  10  are moved wither by trucks or specialized vehicles to the start of the rail line, loaded onto the rail cars and transported to the Inland Empire facility, where the containers  10  are unloaded from the rail cars and are stored for subsequent loading onto the trucks for local deliveries or for loading back onto rail cars for deliveries to other remote cargo handling terminals. On a return trip, the vehicle  200  can place the container  10  directly under the gantry crane for loading onto the marine vessel (not shown). 
     The consist of vehicles  200  is generally coupled to a conventional locomotive (not shown), although it is also contemplated by the present to provide other means of power. For example, on electrical lines, the vehicle  200  may be provided with catenaries located overhead of the track or with a current collection when a conventional third rail is available. Furthermore, each vehicle  200  may be powered by an internal electric battery (not shown) and be adapted with a conventional recharging device (not shown) operable by wheel rotation for recharging the battery (not shown). 
     The lifting capability of the vehicle  200  must meet international container gross weight requirements. The vehicle  200  must have lifting and operating cargo load capacity of about one hundred thousand (100,000) lbs. Presently, the maximum gross weight of a single container  10  is limited to forty five (45,000) lbs. 
     The use of the vehicle  200  would eliminates several conventional handling steps due to its seamlessly integrated operation, while improving air quality, reducing industrial noise and relieving traffic congestion. Its operational efficiency would substantially increase freight throughput and reduce operational costs thus improving operational profits. Conventional trucks are only required for local deliveries. 
     When vehicles  100 ,  150  or  200  utilized in sufficient numbers to operate as a unified fleet, the system  20  is advantageous for maximizing efficiencies in ports, terminals, and other dedicated closed loop intermodal freight operations. 
     Although the present invention has been shown in terms of the container used to haul cargo in marine vessels, it will be apparent to those skilled in the art, that the present invention may be applied to trailer portion of a tractor trailer. In this application the either the vehicle  200  is adapted with a fifth wheel for connecting to the king pin plate of the trailer. Its dimensions can not exceed beyond the width of the trailer or extend beyond the nose of the trailer or extend toward the rear of the trailer beyond a point that when connected to the trailer king pin, can rotate 360 degrees without being obstructed by the trailer&#39;s landing gear. At least a portion of such vehicle must be able to move in a vertical manner so that it can connect to trailers of varying heights similar to existing vehicles utilized on truck terminal yard hustlers. 
     Thus, the present invention has been described in such full, clear, concise and exact terms as to enable any person skilled in the art to which it pertains to make and use the same. It will be understood that variations, modifications, equivalents and substitutions for components of the specifically described embodiments of the invention may be made by those skilled in the art without departing from the spirit and scope of the invention as set forth in the appended claims.