US 2203199 A
Abstract available in
Claims available in
Description (OCR text may contain errors)
. ppm gum um Jqne4,1940. F.M.KELLY' 2,203,199 V snzrrma PACKAGE Filed oci. 17, 1958 J y an (m) NVENTOR yg ATTOW Patented June 4, 1940 UNlTED STATES PATENT OFFICE SHIPPING PACKAGE Frank M. Kelly, Cincinnati, Ohio Claims.
The present invention relates to a shipping package.
An object of the invention is to provide a means of packing or loading a freight car 5 or like conveyance with large and heavy rolls of paper, such as are used in newspaper presses and the like, whereby such rolls are protected against damage during shipment and in the re moval thereof from the car or conveyance.
Another object of the invention is to simplify and facilitate both the loading and unloading of heavy paper rolls of the character mentioned, with a substantial saving of time, effort, and expense.
Another object of the invention is to provide simple and inexpensive, yet effective means, for the accomplishment of the objects stated above..
These and other objects are attained by the means described herein and disclosed in the acifl companying drawing, in which:
Fig. 1 is a plan view of a freight car or other conveyance, with roof removed, showing a preferred form of the invention.
Fig. 2 is an elevational .view of a paper roll, partly in cross-section, showing a detail of the invention.
Fig. 3 is a view similar to Fig. v1,,part being broken away, showing a modification of the invention.
Fig. 4 s a view similar to Fig. 3, showing a second modification.
Fig. 5 is a view similar to Fig. 3, showing a third modification.
Fig. 6 is an elevational view of a binder pin or stake, forming a detail of the invention.
The present invention relates to the packaging and shipping of large and heavy rolls of paper such as are used in newspaper printing presses and the like. 1 The losses resulting from damage in shipping and unloading the rolls from freight cars or other large conveyances, have always presented a problem of great concern, and one which has been very difficult of solution. The damage referred to results from several causes, the major one of which is the shifting of the load incident to sudden jarringof. the freight car, such as occurs when switching the cars or strongly applying the brakes of a train of cars. It has been found that shifting of the load not 50 only crushes the rolls and rendersthem unfit for high speed press work, but it frequently also jams the rolls at the car door, with the result that considerable damage to the rolls occurs in the attempt to unload the car. The rolls when jammed at the car door, are often punctured or of the present invention.
torn, resulting not only in great paper losses, but in losses of time and labor required for breaking the jam and unloading the first few rolls.
stands between five and six feet high when placed on end. The diameter of each roll approximates three feet. A freight car carries thirty-seven or thirty-eight rolls, and since each roll weighs 10.
nearly a ton, it must be evident that the crushing forces resulting from shifting of the load are enormous. These facts also should give some idea of the difliculty that is encountered when the rolls so shift as to foul the car doorway in 15 such manner that no one roll may normally be extracted to break the jam there occurring. The elimination of the disadvantages and difficulties above mentioned, is one of the primary objects With reference to the accompanying-dgaming, 1 indicates a freight car or other large conve yance having a floor 8, sides 9 and Ill, and opposite ends I! and I3. Intermediate the ends thereof, the car or conveyance generally is provided with the access openings or doorways such as M and I5, through which the car or conveyance may be loaded and unloaded. In most instances, the doorways are about midway between the ends I2 and ll of the car or conveyance.
The characters I! indicate the rolls of paper above described. Usually, but. not always, the car or conveyance is of a proper width for receiving three rolls transversely of the floor 8,
as shown in Figs. 1, 3 and 4. In some instances. however, it is necessary to stagger the rolls as shown in Fig. 5. When the rolls fit intothe car or conveyance as illustrated by Fig. 1, the method of composing the. entire package, or of loading the car or conveyance, will be practiced 40 in accordance with the present invention as follows:
At the opposite ends of the car, six rolls are tightly packed in contacting relationship, thereby forming what may be termed a tight-pack, or a tight-packed unit of six rolls. The'remaining rolls located between the tight-pack'units and the doorway limits of the car are loose-packed, that is, they are not placed in intimate contact in the rows which extend lengthwise of the car, In this way, it is generally possible to load the car floor, exclusive of the doorway region, with thirty three rolls of paper. After having tight-packed and loose-packed the rolls as explained, five addi-. tional rolls are placed upon the floor in the region.
of the doorway, and these are tightly bound together so as to provide a buffer unit which will weigh between four and five tons. The buffer unit obviously will serve to maintain the loosepacked rolls in position, because of the difiiculty with which the buffer unit may be moved by the jarring action of the car or conveyance. By preference, the buffer unit is so composed as to have three rolls Ha, 11b and He arranged with their axes in a plane which is oblique to the side walls of the car. This arrangement has been found very satisfactory as a means of keeping at least one of the rolls of the buffer unit, in posi-Q.
tion for easy extraction through the car doorway, after cutting the binder l8.
As disclosed in Fig. 1, the rolls of the buffer unit are bound together to form a heavy solid mass, by driving pins or stakes, such as 19 down into the hollow core 20 of the outside rolls of the buffer unit, and then applying the binder l8 so as to bind the heads 2| of the pins or stakes in the manner illustrated-by Fig. 1. In the event that the binder l8 be in the form of a wire, rope, cable or the like, it may be found desirable to groove the head of the stake or pins as indicated at 22, to prevent the binder from slipping off the upwardly extending head or projection of the stake l9. At this point in the description, it may be noted that the cores of most of the rolls are not indicated, this being due to the fact that the rolls are generally wrapped or enveloped in a suitable wrapper hav- 1,
lateral shifting of the rolls. 1
ing closed ends. In general, however, each roll will have a central hollow core such as, 20.
In the modified form of the invention as 'disclosed in Fig. 3, the buffer unit is formed by merely fastening a strap or other binder- 123 about the outer peripheries of the exterior'rolls; which form the unit. Such binder may be a strap of metal or any other suitable material, and one or more of them may be applied at differe t elevations upon the unit. So far as the 6L & sing of easy unloading of the ear is concerned, the modified form of the invention disclosed in Fig. 8 performs in substantially the;
disclosures of Figs. 1 and 3, the loose-packed rolls which are near the doorway can never shift" to a position in front of the rolls of the buffer unit'and thereby foul the doorway. -In other words, the bufier unitprecl'udes any such movement of loose-packed rolls at the edges of the doorway, as would result in disposition of the loose-packed rolls between the buffer unit and the door of the car. i
Fig. discloses the method of loading resorted to when the car or conveyance is too narrow to permit theformation of straight rows of paper r'olls transversely of the car floor.
with a multiple roll buffer of any previously described herein.
The structural details, suchas the character of the pins or stakes; and the binder, obviously of the forms may be changed and modified, within the scope Itshould be understood that the car of Fig. 5 may be equipped of the appended claims, without departing from the spirit of the invention.
1. A shipping package which comprises a freight conveyance having a floor, opposed sides, and opposite ends, at least one of said sides being provided intermediate the ends with a doorway through which the conveyance may be loaded and unloaded, a group of heavy paper rolls placed on end in tightly packed relationship at each end of the conveyance, other rolls on end packed loosely from the tightly packed groups and toward the doorway, and a middle group of rolls standing on end at the doorway and tightly secured together to form a heavy bodily unrestrained shift-resisting buffer controlling shift- .ingof the adjacent loosely packed rolls at the five heavy hollow-core paper rolls standing on end with the; axes of the cores in substantial parallelism and with orieroll centrally disposed relative to thejremainingfour. outer rolls, substantial pins inserted in the upper endsof the four outer roll-cores, said pins each including a head extending"outwardly from the core of a roll, and a wiretying in the heads to preclude 3. A freight buffer unit for the purposes described-"comprising a group of five heavy paper rolls standing on end, one roll being a central roll with the axes of all the rolls in substantial parallelism, substantial pins extending from corresponding ends of the four rolls which sub stantially surround the central roll, and a binding element tying in the, pins to hold said'four freight conveyance having a floor, opposed sides,"
and opposite ends, atleast one. of said sides being provided intermediate the endswith an -;ac-"
cess aperture for entering the conveyance and loading and unloading same, a plurality of heavy rolls placed on end upon the floor, and packed in the conveyance from the opposite ends=thei'eof toward the access aperture'at the sideof 'theconveyance, leaving anarea of the floor at the aperture free for the reception of -a group of rolls, said group of rolls in the region of the access aperture being tied together at a location above. h
and beyond the upper ends of said group of rolls, to form a heavy solid unitary buffer oppos'-"' ing shifting of those rolls which are located between the buffer group and the opposite ends of the conveyance.
FRANK M. KELLY.
5O 51 g I