TITLE: INTERMODAL CONTAINER CONTENT EVALUATION SYSTEM INVENTORS: Rogers F. Brackmann, St. Charles, IL, USA, and

Dennis J. Kossnar, Batavia, IL, USA SPECIFICATION

Field:

The invention is directed to an apparatus system and method for screening of the content of intermodal containers, particularly those entering the country, for presence of hazardous materials by utilization of a Container Environmental Sampling System (CESS). The CESS apparatus samples the interior environment of intermodal cargo containers (Sea/Land and Air Cargo containers) upon arrival at a port/airport cargo area (but before opening or trans-shipping) by withdrawing a sample of the container "air" and passing it through one or more external sensor devices to determine if WMD or CWA hazardous/explosive, biological, chemical agents, or biomarkers from humans and/or narcotics are present in the container. Containers determined to be potentially contaminated are then diverted for further inspection or counter-measures.

Background:

Following the Sept 11, 2001 terrorist attack, most of the security attention of Federal, State and local law enforcement and security agencies were focused on airport security. However, of the estimated 15 million intermodal containers entering the United States in 2002, some 6 million were large, 20', 40' and 53' sea/land containers that are unloaded at ports and transferred to secondary modes of transport: rail, truck and barge. The number of sea/land containers entering the US is currently estimated at 10 million. Currently, attention is focused on the real potential for introduction of weapons of mass destruction (WMD) or other hazardous cargos into ship-transported sea/land containers, thence onto docks, and from there into the secondary transport system by which such cargo can reach anywhere in the US. The size of the containers makes them targets for "hiding" such destructive or hazardous materials amidst ordinary cargo. In addition to the volume of such containers, the sheer numbers overwhelm the ability of federal and local port authorities to inspect anything more than a very few containers. In addition, such inspection is presently only random, and often no more than cursory. In addition to the potential for WMD, Chemical Warfare Agents (CWA) and Hazardous

Biological Agents (HBA), drugs and illegal aliens are routinely smuggled into this country, often in containers hidden among otherwise legitimate cargo on large container ships. A terrorist attack involving detonation of a device containing WMD, CWA or HBA materials would be devastating to the country, not only causing extensive loss of life in the port metropolitan area,

but also severe economic disruption. Property loss would be extensive, and port operations would be shut-down or severely curtailed in all ports nationwide. In 2002, the Brookings Institute reported that a WMD brought in by container to a major US port could cause the US economy as much as $ 1 Trillion (see, GAO report on "Port Security - Nation Faces Formidable Challenges in Making New Initiatives Successful", presented in testimony by Jay-Etta Z. Hecker, Director, Physical Infrastructure Issues before the Subcommittee on National Security, Veterans Affairs and International Relations, House Committee on Government Reform, August 5, 2002, page 4).

In addition, ports are geographically widely dispersed and have a wide range of risk characteristics. Most ports are open, with thousands of persons and vehicles passing through them daily. Ports have a mixture of private industrial and business sites interspersed in Port Authority property, and they typically provide maritime-related services vital to the operation of the ports. Only a few ports are adequately fenced, and even fewer are monitored with cameras, foot and/or vehicle patrols. In addition, there are few isolated ports; over 95% are embedded in large metropolitan areas, and their continuity of operation is economically vital to the city in which they are located, and to the nation. Some ports are near military facilities and power plants, including nuclear plants that provide substantial amounts of power to the national power grid. Thus, although there is a recognition of the need for improved seaport, as well as airport, freight facility security, the task of securing such freight transfer facilities is huge because the nation, indeed any nation, relies heavily on free flow of goods. Any significant slow-down of the flow, such as by an inspection process, will substantially impact the economics of an entire nation. Slow inspection thus represents a real cost to a nation's economy.

As long ago as 2002, more than 95% of foreign trade not originating in North America enters the US on ships via our ports. For certain commodities such as foreign oil, 100% arrives by ship. In 2001, some 5400 ships made over 60,000 port calls. The Coast Guard Commandant stated after 9/11 that "even slowing the flow [of containers] long enough to inspect either all or a statistically significant random selection of imports would be economically intolerable", as quoted the GAO Report, supra, page 3).

Thus, ports are by their nature vulnerable to terrorist attacks; they are highly accessible, being open to both land and water; their size and location, being embedded in metropolitan areas, makes security difficult. In addition other vulnerability factors include: the sheer volume of goods flowing through sea and airports; the size of the containers permits hiding of seriously destructive or hazardous devices amid ordinary cargo; and the links to secondary modes of transportation. Compounding this is the fact that many different governmental agencies have at

least a part of the responsibility for operations, management, law enforcement and security. These agencies include: the US Coast Guard; the Department of Homeland Security (DHS); the Customs Service; the Immigration and Naturalization Service; and State and local counterparts. Currently the DHS is taking the lead in coordinating the assessment of needs for improving security in ports.

Accordingly, a critical area of focus for the DHS is the protection of the homeland from dangerous people and dangerous goods, as implemented in part in the Security and Accountability for Every Port Act (SAFE Act). Under the SAFE Act, DHS has initiated the SAFE Container (SAFECON) program to develop the capability to rapidly detect the presence of WMD, explosives, contraband, or human cargo in maritime shipping containers. The SAFECON program will facilitate a number of DHS goals, including the following:

• Improved active/passive Non-Intrusive Inspection (Nil) capability;

• Improved ability to rapidly detect the presence of explosives and chemical and biological agents; and • Improved ability to rapidly detect the presence of human cargo and other contraband.

Under the SAFECON program, DHS is in the process of soliciting research proposals to develop high payoff approaches to improve the security of the international shipping container transport chain, thereby reducing the nation's vulnerability toward dangerous people and dangerous goods entering U.S. ports via maritime shipping containers. The SAFECON program intends to develop and test prototype/demonstration systems that support the goal of rapidly scanning a maritime shipping container for WMD, explosives, contraband, and human cargo during normal crane transport operations. Systems must operate and perform within the intended environmental (shock, vibration, temperature, humidity, etc.) and ordinary operational conditions for intermodal shipping of containers in the worldwide supply chain.

However, the SAFECON program does not yet offer any solution to the problems outlined above. Rather, it is a government-funded call for study proposals that may lead, hopefully within a few years, to a range of proposals for container inspection. As of 2002 the Customs Bureau had only 20 mobile gamma ray imaging devices to assist in inspecting containers (see GAO Report, supra, page 6). Some efforts are being made by the Coast Guard to work internationally through the International Maritime Organization to inspect cargo before loading in the foreign country. However, none of these efforts even purports to offer a significant solution to the problem of screening of containers upon unloading at Ports of Entry (POE).

Accordingly, there is a critical need for a system apparatus and method for rapid, economically feasible evaluation of the contents of intermodal containers, both sea/land and air freight containers, to permit screening, during the unloading process, to determine if there is a detectable level of hazardous materials, contraband or human presence in the container, without having to engage in a slow, economically impossible, process of opening the containers and sorting through the contents.

THE INVENTION Summary:

The invention is directed to apparatus systems, methods and computer-based operational management and data-archiving systems, including application software, for screening of the contents of intermodal cargo containers (sea/land and air freight containers) arriving at Ports of Entry, Departure and Border Crossings, via sea, air, rail and truck, for presence of hazardous materials: WMD, explosives, biological, chemical agents, or biomarkers from humans and/or narcotics (herein called WMD/CWA/HBA). The inventive system is enabled in a Container Environmental Sampling System (CESS) comprising a first, container-mounted component, called a Container Interface Component (CIC), which permits withdrawing a sample of "air" from the interior environment of each container. This sample of the container "air" is withdrawn and passed into contact with an external Sensor Analysis Component (SAC) mounted on the lifting frame of a container off-load crane. The SAC dockingly interfaces with the CIC module during the act of the crane unloading the container. The SAC and CIC are mounted in congruent, aligned relationship on the lifting frame and the container, respectively.

The inventive CESS generates a "Go" or/and "No-Go" signal indicative of whether the SAC detected presence of hazardous materials below or above a threshold, respectively. The sampling and detection process occurs during the unloading of the container from the incoming modality (ship, aircraft, train or truck) and before the transfer to temporary storage (layover) or secondary transport modality. The SAC on the lifting frame matingly couples to the CIC in the container when the lifting frame docks to the container. Containers determined to be potentially contaminated are diverted for further detailed inspection or counter-measures. As part of the container evaluation process of the invention, the container ID is read, matched to the sampling result and archived for management, report and alerting purposes. The inventive CESS sampling and evaluation process produces a Go or/and No-Go signal in on the order of 1 - 2 minutes, so that there is minimal to no disruption of the flow of container goods.

In a primary embodiment, currently the best mode, the inventive CESS system and

method encompasses a combination of sample gathering and sensing elements that work quickly and effectively in conjunction with the handling cranes currently used dockside to Lift-Convey- Load containers onto and off-of shipping vessels. In a principal embodiment of container air sample gathering, a representative sample (called an "aliquot") is withdrawn by or through the CIC by suction, and passed to the SAC once they are docked (aligned and connected). In a second principal embodiment, a "sweep" gas is introduced from the SAC into the container via quick-disconnect ports coupling the SAC to the CIC, and thence into a manifold portion of the CIC internal to the container, to assist in a good air sampling across-the-container volume.

In the principal embodiment, the CIC is retrofit into existing containers, or built into new containers, and contains no powered devices or parts. In an alternate embodiment, the CIC can receive power from the SAC at the time of docking, or may contain its own on-board power source, to power one or more fans, to power transmitters to report on internal conditions, and the like.

The SAC can gather identification (ID) data about the container at the time of docking. This may be enabled, in a first exemplary embodiment, by the SAC including a bar code reader that reads the Container ID as it docks. In another embodiment, the SAC includes an RFID reader, and the Container includes a passive or active RFID tag that is read by the SAC as it docks with the CIC. By way of example, the ID barcode or RFID tag is located behind a protective door or window portion of the CIC housing, it being understood by those skilled in the art that a wide range of arrangements and adaptations that are straight-forward can be provided to accomplish the ID data transfer.

The SAC is linked to a home base, networked computer system to which it provides the container ID and the results of its evaluation of the container sample. In addition, the SAC or the computer system in the home base or network provides the comparison of the sample analysis result to a preselected threshold level in order to determine if the container passes this preliminary inspection (below threshold value), or fails (above threshold value). Either the SAC or the home base/networked computer system provides the necessary alert to the crane operator to divert the container if it does not pass the inspection by the inventive CESS. The computer control system is configurable, including having templates for configuring different threshold values for the various different hazardous materials being tested-for.

The SAC contains the sensors for analysis of the container air sample to determine whether it contains detectable hazardous materials with respect to a pre-determined threshold. If below the threshold level, the container is "Go" for further handling to complete unloading and Customs inspection. If the container sample exceeds one or more hazardous materials

thresholds, it fails, is "No-Go", and is put aside in a special holding pen or area for further, more detailed and sophisticated content inspection and analysis. The CIC contains valve couplings and a manifold system mounted in the top of the container to generate a representative grab- sample of air in the container. Upon completion of the evaluation of the air sample withdrawn from the container, the

SAC sensor unit is cleaned, purged or regenerated to ready it for the next container air sample reading. The regeneration or purge may be implemented in a number of ways, the preferred being to heat the sensor elements to regenerate special coatings on the sensor elements. This may be done by resistance heaters built into the sensor unit, IR heating, or passing heated air or inert gas through the sensor module. In addition or in the alternative, the sensor module may be "cleaned", i.e., readied for the next container air sample to read, by purging with air, such as fan driven or drawn air, or by compressed air supplied by the compressed air tank of the SAC. The heating portion of the regeneration cycle may be followed by purge air being passed through the sensor unit of the SAC module. Thus, as used herein, "purge" or "purging the sensors" broadly means any appropriate implementation of regenerating or refreshing the sensors so that they can read subsequent air samples with acceptable accuracy with respect to the baseline threshold that has been established for each of the several hazardous materials being tested-for.

In a principal embodiment, the container environment sample is produced by introducing and circulating a sweep gas, such as air or a dry inert gas, e.g., N2, into the containers via a first port in the CIC, and withdrawing sampled container air through a second port in the CIC, and passing the sample to the SAC for analysis to determine if there are hazardous contents. In either embodiment, sucking a sample of air out of the container or introducing a sweep gas, the sensor module in the SAC analyzes the sample against predetermined threshold values for an extensive list of hazardous components to test for, and then sends an indicator signal representing presence or not of suspected hazardous contents in the container as evidenced by the container environment (air) sampling results. The CESS can be implemented in a number of embodiments, an exemplary one of which is described in more detail in the Example.

The introduction of air or sweep gas via one pipe of the CIC manifold helps to insure that there is suitable turbulence within the container environment so that the sampled air will be reasonably representative of the overall container, that is, that dead spots will be minimized or eliminated. Thus, in a preferred embodiment, the sweep gas can be compressed dry filtered air, or dry Nitrogen or other inert gas. The container ceiling or/and wall mounted-mounted "sent air" manifold may include a number of relatively small lines (tubes) that terminate in nozzles directed downwardly toward the container contents. The return sample air manifold can be

oriented to provide the optimum sample to represent the whole of the containers environment.

One skilled in the art will recognize that the orientation, configuration and position of the CIC housing and manifold may be easily pre-selected to give the most effective turbulence to provide the most representative grab sample of environment air. Thus, for example, the sent sweep air manifold can include lines routed adjacent to or interior of the vertical structural ribs of the container to exhaust upwardly through nozzles at or below the mid-line of the container, or through distribution plate(s) mounted in the floor of the container. In this configuration the sweep flow is up through the contents, insuring good mixing of the container environment for the subsequent sampling. The sweep air may be provided by a compressor or pressurized tank mounted on the lifting frame in communication with the SAC so the compressed air is routed through the mated inlet port of the CIC, and the sweep air stream can be started in advance of the environment sample being withdrawn from the container.

Although the example below describes the CESS procedure for vessel to dock or air freight cargo plane to tarmac handling and sampling, it should be understood that to insure that nothing has been introduced into the container while at the dock, or in the case of air cargo in the transfer warehouse or on the tarmac, the container environments can be swept again at the ultimate destination by a similar CESS procedure. In addition, the CESS system can be used for rail or truck-carried containers coming into the country at border entry points. In these cases, the SAC can be mounted on a straddle gantry or boom that positions the SAC to dock with the CIC mounted on the top of the container. In the alternative, the CIC can be located on any container side, including a door panel, or the bottom, although location on the top is the presently preferred location.

With respect to the location of the SAC and the CIC, they are to be aligned for docking, but outside that, they can be located in any convenient place with respect to the container footprint. That is, they can be located at one end or side, or the center. A central location has the benefit of being universal as to size of container and its orientation as lifted off the incoming transport modality. That is, a center location has no required left/right orientation problem, in that the lifting frame does not have to be rotated to align the SAC with the CIC depending on which end the CIC is located on the container. Stated another way, there is no chiral (left/right handed) orientation issue with a center location. However, more than one CIC can be located in the roof or other surface of a container so that it does not matter on which end of the lifting frame the SAC is located. Likewise, more than one SAC can be located on a lifting frame so that the frame does not have to be rotated to mate with CICs of successive containers that are

not oriented consistently (all one direction) on the incoming transport.

Further, although the principal, present best mode embodiment discussed below calls for a single opening in the roof of a container for installation of the CIC module, and that module is shown with two ports, one inlet and one outlet, it should be understood that the inventive sampling and analysis method can be accomplished through a single port, or with multiple ports located spaced apart in the top of the container. Thus, compressed air or fan-forced air can be introduced through a first port at one end of the container, and the sample withdrawn for analysis by an SAC at the other end of the container. The inlet port can be installed in a small opening in which a female bayonet coupling is secured, and a compressed air line having a male bayonet coupling is secured to a probe projecting downwardly from an aligned location on the lifting frame. The compressed air line can go to the compressor or compressed air tank mounted on the lifting frame, e.g., central of the frame for balance. The SAC is located at the other end of the lifting frame; it contains the sample exhaust line from the container and internal manifold to the sensor array module, the electronics, including the ID reader, hardwire or the RF com- munications transceiver, and the microprocessor for the sensor signal evaluation.

As an option, the containers can be fitted with access sensors, such as door opening sensors which can be configured to communicate a post-closure, in-transit door opening event to the CIC so that upon docking with the SAC, that event will be communicated to the network and appropriate action with respect to that container can be taken. Brief Description of Drawings:

The invention is illustrated in more detail in the drawings, in which:

Fig. 1 is a schematic of the CESS architecture as applied to a sea/land-type intermodal container;

Fig. 2A is an isometric drawing of the lifting frame of a load/off-load crane as it approaches a sea/land- type intermodal container in preparation for latching to lift, and shows the aligned relationship of the SAC module in relation to the CIC module of the container;

Fig. 2B is a plan view of the lifting frame of Fig. 2A positioned over the intermodal container of Figs. 1 and 2A showing the SAC module positioned over the CIC module;

Fig. 3A is a front elevation of the docking assembly of the SAC showing gas inlet and sample air outlet valves and the door opening probe;

Fig. 3B is a side elevation of the SAC docking assembly of Fig. 3 A;

Fig. 4A is a longitudinal section view through the CIC docking assembly showing the port connections and the inlet gas and outlet sample manifolds;

Fig. 4B is a transverse section view through the CIC docking assembly showing the

linkage between the opening probe and the port weather caps;

Fig. 5 is a schematic of the SAC module components;

Fig. 6 is an isometric view of the inside of an intermodal container showing the CIC in place and the gas inlet and air outlet manifolds; and Fig. 7 is a flow sheet of an exemplary container handling procedure in accord with the inventive CESS method. Detailed Description, Including the Best Modes of Carrying Out The Invention:

The following detailed description illustrates the invention by way of example, not by way of limitation of the scope, equivalents or principles of the invention. This description will clearly enable one skilled in the art to make and use the invention, and describes several embodiments, adaptations, variations, alternatives and uses of the invention, including what is presently believed to be the best modes of carrying out the invention.

In this regard, the invention is illustrated in the several figures, and is of sufficient complexity that the many parts, interrelationships, and sub-combinations thereof simply cannot be fully illustrated in a single patent-type drawing. For clarity and conciseness, several of the drawings show in schematic, or omit, parts that are not essential in that drawing to a description of a particular feature, aspect or principle of the invention being disclosed. Thus, the best mode embodiment of one feature may be shown in one drawing, and the best mode of another feature will be called out in another drawing. All publications, patents and applications cited in this specification are herein incorporated by reference as if each individual publication, patent or application had been expressly stated to be incorporated by reference.

Referring to Figs. 1, 2 A and 2B, in an exemplary embodiment of implementation, the inventive Container Environmental Sampling System (CESS) 10, comprises a combination of a Sampling and Analysis Component (SAC) 12, a Container Interface Component (CIC) 14, and optionally and preferably, a computerized operational and management system 16. In this

Detailed Description example, the CESS is described as implemented for evaluation of the contents of incoming land/sea-type intermodal containers 18 ranging in size from 20 - 53', but it should be understood CESS can be adapted for application to any size and nature of shipping container, including the various sizes of Air Cargo Containers.

In this example, the SAC is mounted on and disposed to work effectively in conjunction with the dockside handling cranes 20 employing a lifting frame 22 to Lift-Convey-Load containers 18a, 18b, . . .18n onto and off of shipping vessels. The CIC 14 is retrofit and/or preinstalled, and becomes an integral part of the container 18. The SAC 12 includes one or more

guide probe(s) 24 so that the SAC during docking mates with the CIC 14 when the handling frame 22 is lowered onto a container 18 to be lifted. The handling frame typically includes standard auto-locking grapples 26 at the corners to latch the frame onto the lifting eyes 28 of the container, and the latches can be mechanically or electrically powered to open or/and close, either upon docking contact or upon operator command.

As shown in Figs. 1, 2A and 2B, in operation, the intermodal containers 18a, 18b, . . . 18n are unloaded at the port (border crossing or destination) from the transport modality (vessel, aircraft, truck or train) with a container hoisting frame 22 and then placed on the dock or transport vehicle. The lift cable is shown as item 30. The SAC 12 may include a tank of pressurized sweep gas 32 and/or a compressor 34, or, a compressed gas or air line may be suspended from the crane in parallel to the lifting cable(s), and reeled in and out as needed. The SAC may also contain debris, water and ice blow-off cleaning, and/or de-icing spray, capability (not shown due to scale limitations of patent drawings). The power cable 62 provides power to the SAC, 12, or/and the compressor 34, as needed. As best seen in Figs. 3A, 3B, 4A and 4B, the SAC includes a probe fitting 24 that automatically couples into a receiver 36 in the CIC 14 when the hoisting frame is lowered onto the top of the container. As shown the probe may be a hollow shaft or tube and compressed air provided via the central bore to blow out water/ice/debris from the receiver bore 36 of the CIC. Optionally, a bumper and/or sealing gasket sleeve 64 may be provided, and one or more drain hole(s) 66 may be provided in the receiver bore 36 to assist in clean-out.

As best seen in Figs 3B and 4B, when the SAC is lowered to the container, the probe 24 on the bottom of the SAC engages lever 38 in the receiver 36. The lever 38 is connected by link 40 to a lever 42 that opens weather flaps 44 covering each of the female connectors (ports) on the top of the CIC. Arrows A - E show the successive motions of these parts: A being the descending path of the probe 24; B the rotation of the lever 38; C the action of link 40; D the rotation of lever 42; and E the rotational opening of the cap, lid or cover 44. With the caps 44 open, the male couplings 46a, 46b of the SAC can engage the female couplings 48a, 48b of the CIC. Sweep gas 50 is introduced through the port 46a, 48a, and manifold 54, and the sample environmental air 52 from the container 18 is withdrawn via manifold 56 through exhaust port 46b, 48b.

Referring back to Fig. 1, a tag 58, such as an RFID tag (active or passive) or bar code tag, is located in association with the container, preferably in or on the CIC. This tag 58 is read by reader 60 in the SAC to identify the container by a unique ID number. This ID information is provided as part of the container tracking and inventory data package of the CESS. The CIC is

preferably located in the top of the container and its port access door(s) is/are substantially flush with the top of the container or its reinforcing ribs, so that the CIC module housing does not interfere with stacking of one container on top of another on either the ship or on the dock.

Although the embodiment shown in Figs. 1, 2 A and 2B shows the SAC and CIC positioned in an exemplary location at one end of the frame and the container, respectively, location in any other coordinate (aligned) position is within the scope of the invention.

As shown in sequence in Figs 3A, 4A, and 5, the sample air 52 withdrawn from the container interior via the CIC manifold 56 and the CIC port 48b is drawn into the SAC 12 via the port 46b in the docking block 68. The sample air is then passed over or through a sensor array in sensor module 70, and exhausts out exhaust port 72, as shown by arrow F. The air sample 52 may be drawn into the SAC by one or more induced draft fans 74. A purge air inlet port 76 draws in purge air, P, from the exterior to clear out the sensor array after the sample air has been evaluated. Optionally, air from the compressor tank 32 is provided via a solenoid- actuated valve S in line 78 as purge air. Air for the compressed air tank 32 is obtained via filtered inlet 82 to compressor 34, here shown integrated into the SAC. As described above, in one embodiment, the compressed air is provided to the SAC outlet port 46a via line 82 for introduction into the CIC via its inlet port 48a and manifold 54 as a sweep gas 50 (see Fig. 4B). It should be understood that the various compressed air, inlet and exhaust lines, as needed, have electro-mechanical valves, similar to the valve in line 78, but they are not shown due to scale of the drawing limitations. The SAC and compressor are powered from cable 62. A transformer or/and backup power supply 84 is typically provided to adjust power for the microprocessor 86, shown with its control circuit and power lines to the compressor 34, ID fan 74, sensor module 70, and RF transceiver 88, having external antenna 90. The antenna may be a surface antenna.

Referring to Figs. 5 and 1, if hazardous agents above a Go/No-Go level are detected in the container environmental air sample by the SAC sensor module 80, an electronic signal is be initiated by the SAC microcontroller 86. The signal includes the container ID as well as the sensor value as compared to the threshold that has been configured into the CPU. This alert signal is sent by wireless communications via the RF transceiver 88 to the crane operator in the cab 92, where it is displayed on his monitor 94 as a container contents status alert 96. In addition the signal can be sent to other persons and organizations 98 having a need to know of the evaluation event via the system network 100, such as the Port Authority management, the Customs Inspector, Customs Bureau, Coast Guard, INS, FBI, DHS, or other specified authorized persons. The crane operator will then place the No-Go identified container in a designated secure holding area ("parked") for further and more detailed analysis.

The CESS system controller 102 is linked by RF link to the SAC, directly or via the crane cab. As shown it includes a CPU, transceiver, display device and one or more input devices (e.g., keyboard, mouse, touch screen). The processing of the signal may be done by the system CPU remote from the SAC, in which case the sensor data signal is sent via the onboard microprocessor 86 to the remote system CPU for evaluation and comparison to the threshold value and such alert signal as is required to flag a No-Go container is sent to the crane operator to detain the container by setting it aside.

Optionally, the containers may be fitted with access sensors, such as magnetic or contact door sensors that are triggered when an access door is opened. The CIC unit is fitted with an RF transmitter connected to such sensor so that when containers are stored in port holding areas, they can transmit an alarm to Customs, Port Authority, Coast Guard, DHS or others, if someone attempts to breach the container. In one embodiment, the RF transmitter is located in association with the CIC, and if the SAC reports hazardous contents, a signal is sent to the CIC to enable (turn on) the transmitter. In this embodiment, the CIC includes a battery to power the RF transmitter for the few days to weeks time before the container is fully inspected and cleared or remediated.

Once the analysis is performed and the Go (OK) or No-Go (hazardous contents detected) signal is sent to the operator, the SAC system is be flushed with air or inert gas via port 76 or line 78 to purge any residual agents in the sensor array module 70 that were extracted from that container. This occurs while the crane hoisting frame is moved to the next container. There is minimal residue remaining within the sensor array for the next container sampling and analysis.

The microprocessor 86 monitors the sensor signal during purging, and if the sensor array does not return to baseline, that "inoperative" condition is relayed to the CESS system controller. Optionally, a new baseline can be established on the fly, and the following containers evaluated using the new baseline. Alternately, the purging may continue until the sensor array returns to baseline datum reading, or the sensor is replaced or repaired. If unloading must continue pending down-time repair, the containers following the baseline excursion event, their IDs being taken at each docking, can be tagged in the CESS system database as not having been evaluated. As shown in Fig. 6, the CIC internal housing 14 does not project significantly into the container. The manifold line(s) 54 for the sweep air 50, and the sample air manifold 56 for the sample air 52 are relatively small and can be located adjacent internal strengthening ribs of the container. The internal sweep air distribution manifold (line or pipe) is permanently attached to the inside of the container on the top edge frame or ceiling surface. This allows the sweep gas or

air from the SAC to be sent in the direction of one end of the container while withdrawing an air sample from the other. This provides relatively thorough circulation of air throughout the entire container, not just the area near the CIC.

The CIC can be retrofitted on all standard size containers (i.e. 20', 40' and 53'.) This modification to the containers is a single installation process. Since the CIC has no moving components except the protective door(s), maintenance is minimal. The CIC footprint is small enough to ensure that storage space within the container is not significantly affected. Multiple tapered docking probes or pins may be employed to insure proper alignment of the ports of the

CIC to the SAC. The CIC top plate is rugged enough to permit thousands of connections over several years use.

The SACs modest power requirements are provided by being connected to the electrical system of the crane or the lifting frame. In the alternative, power for the SAC is provided by on on-board power source, such as a UPS battery, fuel cell, solar cell or the like. Beneficially, an on-board, self-contained power source provides emergency back-up in cases where direct power connections are lost. Thus, routine maintenance can address both the sensor and on-board power change-out requirements.

An important benefit is the increased safety to operators and customs agents. This system is designed to detect possible WMD agents without requiring access to the container by port operations personnel or customs agents. Once the container is identified as containing possible agents and isolated, a systematic and more thorough analysis of its contents can be performed by appropriate equipment and Haz-Mat and/or Law-Enforcement, Homeland Security or Military personnel. The capability to launch any suitable investigation and apprehension of violators is coupled with and aided by the hard data received during the tests and analysis phase of the application of the inventive system. The major potential components of the Sampling and Analysis Component (SAC) 12 are as follows:

■ Waterproof component container

^■ An operational power line connection

^■ Optional DC backup / UPS System " A mechanical or electro/mechanical CIC engaging fitting

^■ Quick-connect/quick-disconnect air nozzles

^■ Air circulating pump

^■ Air diversion valve

^■ Opening and shutting valves ^■ Sensor and analytical unit

^■ Sensor unit connection

^■ Opening and shutting switches

^■ Electronic control unit having data storage capacity (memory)

^■ Data communication device

The major components of the Container Interface Component (CIC) are as follows:

^■ Retrofit housing attachment

■ Retractable outer (weather) door

■ Container - quick connect/quick-disconnect nozzle configuration ■ Internal sweep and sample air manifold (diversion) pipes

A wide range of sensors in the sensor array module 70 may be used to detect hazardous materials, including but not limited to biologicals, explosives, chemical agents or biomarkers from humans and/or narcotics are present in the container. Currently preferred sensors are engineered filters comprising micro-structured arrays of dry, micro pillars coated with nano- adsorbents for collection of both aerosol particulates and vapors of chemical and biological WMD contaminants at room temperature.

The SAC directs the extracted sample of the container's "air" environment through the micro-structured pillar arrays of the sensor. The micro pillar size and array configuration redundantly samples the container air by concentrating the contaminants at low back pressure and the pillars are interrogated with chip-based IR lasers to provide a representative signal of contaminant levels detected. The signals are fed to the SAC microprocessor which evaluates the signals against pre-selected criteria that has been configured into the SAC. Above the predetermined threshold level, the SAC provides the "No-Go" signal, and below that, the "Go" signal. Presently preferred sensors of this type are MicroST sensors, available from Micro- Structure Technologies, Inc of Vancouver, Washington. Other types may be used.

The micro-structured pillar array sampling devices are robust, regenerable and may be provided with different pillar sizes and array configurations and with various different nano- structured coatings that enable sensing different kinds of contaminants simultaneously. For example, large molecular weight biological species, typically particulates, are collected on the initial (upstream) pillars that are coated with tailored biocompatible aerogels. The downstream rows of the pillar arrays are engineered with high surface areas to adsorb lower molecular weight compounds associated with Chemical Warfare Agents (CWA), such as explosives. The initial micro pillars provide a very efficient particle removal system, while the vapors from materials such as explosives are picked up by the nano-absorbents on the different sized and configured array of smaller pillars located downstream. The pillar arrays may use a variety of nano-absorbents, such as carbon fibers/nanotubes, Tenax, and nano-catalysts such as TiO2 and A12O3. The pillars can also be coated with functional groups to enhance absorption.

As shown by SEM studies, the pillar nano-coatings are regenerated by heating after each sampling cycle. The heating is enabled by embedded resistance elements or by bathing the pillars with suitable IR wavelength. The collection and identification by means of micro pillar array sensors is as follows:

• Bio-aerosols, of the type related to anthrax: Only 1000 bacteria are needed to provide 99% probability of detection (in the absence of interferents);

• Chemical vapors, of the type similar to CWA nerve agents, are detected at parts per billion concentrations at 95% probability; and • Explosive particles are detected at 90% probability of detection at 1 micron particulate size level.

The preferred micro pillar sensor array of 4 cm in length (<2" in length) has a sufficient surface area to capture particulates and gas vapors at a pressure drop of <1" water column. For more details on such micro pillar arrays, see US Patent 6,110,247, the disclosure of which is hereby incorporated by reference to the extent needed to assist one skilled in the art to understand the structure and operation thereof.

The Sampling and Analysis Component (SAC) is housed in an airtight, watertight, rugged container, such as a roto-molded plastic container, used by the military for transporting and shipping sensitive electronic instruments. All connections are sealed from the weather. The sampling manifolds and lines are stainless steel to minimize maintenance and cross- contamination of samples.

All of the components of the CIC are constructed of stainless steel or other weather resistant materials in order to minimize the potential for cross-contamination and to withstand the harsh salt-water environment in which the containers and CIC are exposed. There are no moving parts other than the small door or bayonet Q/D fitting irises or balls in the interfacing compartment (entry housing) of the CIC.

With respect to the Computerized Management, Monitoring and Archiving Sub-system

16 of the inventive CESS, data exchanged between the SAC and home base or/and network is enabled, by way of example, by hardwired cable, such as shielded, heavy duty use-armored Cat- 5/Cat 6 cable tethered to a suspension cable, typically a preferably separate from the frame lifting cable, that includes a hanging take up loop or a take up reel. Optionally, the communications can be implemented in a limited range, relatively low-power wireless data link.

Transmissions take place using spread-spectrum communications, operating at 2.4 GHz. The presently-preferred data protocol is ZigBee, an emerging technology based on IEEE 802.15.4 wireless data standards. Strong 128-bit AES encryption is provided, compliant with NIST encryption standards.

The invention includes a fully implemented computer system, typically networked with persons and organizations having an authenticated and authorized need to know, such as Dept of Homeland Security, Coast Guard, Customs Bureau, INS, and federal and local law enforcement

personnel. The computer system provides full operation and management of hazardous materials presence screening by means of container environmental sampling, including real time monitoring, container ID and Go/No-Go evaluations, data transfer, data archiving, communications, data-base operations, history tracking and reporting, processing, and billing. The CESS can be made available to the persons and organizations having a need to know on a hosted site that is password protected and encrypted, as a means of facilitating the users' communications, and the management and archiving of the container content evaluation data, container ID data, shipper, port, date, time, incoming ship POO (Port of Origin), flag, nationality, ultimate destination on manifest, Customs clearance information, detention history and counter-measure or remediation resolution, secondary and more detailed inspection and location, other breaches or suspicious activity, and the like. The hosted site methodology further provides communication tools to generate, archive, search, manipulate, print and transmit images, data and files.

The processes underlying the site operation, communications with site users, and the Internet-implemented management and archival system as described herein may be implemented in software as computer-executable instructions that upon execution perform the operations illustrated and described herein. The webserver(s) of the inventive system may be implemented as one or more computers, configured with server software to host a secure, private site on the Internet, to serve static, generally informational Web pages, and to generate and serve dynamic Web pages showing arrays of selected files and images, tailored to facilitate the delivery of the services and methodology described herein. The dynamic web pages are tailored to individual customers and may be generated on the fly in response to individual requests from authorized, authenticated users via their Internet linked access devices (desktop and laptop computers, network computers, etc.). The computer(s) of the invention can be configured in a system architecture, for example, as one or more server computer(s), database (e.g., relational, metadata structured and hierarchical) computer(s), storage computer(s), routers, interfaces, and peripheral input and output devices, that together implement the system and network. A computer used in the inventive system typically includes at least one processor and memory coupled to a bus. The bus may be any one or more of any suitable bus structures, including a memory bus or memory controller, peripheral bus, and a processor or local bus using any of a variety of bus architectures and protocols. The memory typically includes volatile memory (e.g., RAM) and fixed and/or removable non-volatile memory. The non-volatile memory can include, but is not limited to, ROM, Flash cards, hard disk drives including drives in RAID arrays, floppy discs,

mini-drives, Zip drives, Memory sticks, PCMCIA cards, tapes, optical drives such as CD-ROM drives, WORM drives, RW-CDROM drives, etc., DVD drives, magneto-optical drives, and the like. The various memory types provide for storage of information and images, including computer-readable instructions, data structures, program modules, operating systems, and other data used by the computer(s).

A network interface is coupled to the bus to provide an interface to the data communication network (LAN, WAN, and/or Internet) for exchange of data among the various site computers, routers, authorized user/organization computing devices, and service/product supply vendors for support of the system. The system also includes at least one peripheral interface coupled to the bus to provide communication with configured individual peripheral devices, such as keyboards, PDAs, laptops, cell phones, keypads, touch pads, mouse devices, trackballs, scanners, printers, speakers, microphones, memory media readers, writing tablets, cameras, modems, network cards, RF, fiber-optic, and IR transceivers, and the like.

A variety of program modules can be stored in the memory, including OS, server system programs, HSM system programs, application programs, and other program modules and data. In a networked environment, the program modules may be distributed among several computing devices coupled to the network, and used as needed. When a program is executed, the program is at least partially loaded into the computer memory, and contains instructions for implementing the operational, computational, comparative (e.g., sensed signal value of a particular container's air sample vs the threshold value), archival, sorting, screening, classification, formatting, rendering, printing and communication functions and processes described herein.

The user, operational data relationships, operational and related types of data are stored in one or more sets of data records, which can be configured as a relational database (or metadata-type, hierarchical, network, or other type of database, as well) in which data records are organized in tables. Such records may be selectively associated with one another pursuant to predetermined and selectable relationships, so that, for example, data records in one table are correlated to corresponding records for the customers in another table and the correlation or individual datum is callable for rendering on screen, printout or other activity pursuant to the inventive method and system. The system is fully configurable, and a full set of application program templates permits individual authorized, authenticated users to set the sensor sensitivity, length of time for container air sample input, pressure and duration of the sweep gas pulse, the purge cycle, etc., of the SAC operation, as well as the data reports, the alert(s) types and to whom sent upon what events, and the like. One of skill in this art will easily be able to

adapt the inventive CESS system to the particular needs of a given seaport, air port, border crossing, the size and type of containers (sea/land, aircraft, pallet-type, bin or sealed containers, etc), the level of security screening needed, the type of hazardous materials for which to screen, and the like. There are minimal interfaces from the CESS to other systems. The CIC only interfaces with the SAC through the interfacing docking elements. No utilities are required for the CIC, but may be supplied, if necessary. Thus, the CIC may include a fan to assist in distributing sweep air or to collect the sample air, and the power may be provided at the time of docking via the SAC. That is, the SAC may include an electrical connector that upon docking provides the necessary power while the SAC and CIC are docket. As noted above, where the container includes some intrusion or other sensors that report during transit or during demurrage in warehouses or marshalling yards, to the CIC, it may contain one or more batteries to supply needed power.

The transmission of data from the SAC to the crane operator, inspector(s), or other monitoring/managing personnel or organizations, is preferably enabled via wireless RF communication, but may be hard wired. The other principal interface with the SAC is the electrical power. Optionally, where a purge or sampling gas is used, such as nitrogen, a gas supply line provides gas from a source, such as a pressurized tank rigged alongside the SAC within the footprint of the lifting frame. The SAC is powered by an umbilical cord from the crane's power supply. Optionally, a self-contained power pack is provided as part of the SAC. A typical weight for the entire SAC, including a power pack is on the order of 75 - 150 pounds.

Fig. 7 is a flow sheet of an exemplary method of screening intermodal containers using the CESS system, as applied to crane 20 unloading of containers as illustrated in Figs. 1 and 2A. The crane starts its unload cycle 100 with the frame 22 latching 102 onto container 18a. If there is no positive indication of latch 104, the crane tries again. At the same time, the SAC and CIC dock 106. If no "Dock OK" signal is received, the frame is unlatched and realigned 108 until there is both a frame latch and SAC/CIC dock OK signal. The SAC/CIC may be able to be docked without fully unlatching, as indicated by the dashed line 110. Upon docking of the SAC to the CIC, the SAC reads the container ID 112 and this data provided to the CESS management system computer(s), see 16 in Fig. 1. The ID data is preferably associated with the sensor detection signal, as indicated by line 114. The sweep air is then started into the container 116. Upon completion of that part of the screening cycle 118, sample air is extracted from the container and sent to the sensor array 70 (Fig. 5), 120 for the analysis 122. If there is no sensor

detect signal 126, the sample air extraction continues as shown by that loop. (If there is no positive detect signal, that is, the sensors are working, within the crane lift, lateral transfer and descend cycle, the container may be tagged as "Not Screened" as noted above, or other remedial/repair action is taken). When a detect signal is sensed, 128, it is matched with the container ID data, and sent for data comparison 130. This may occur in the SAC microprocessor 86 (Fig. 5) or in the system CPUl 02 (Fig. 1). Where the comparison indicates the sensed values of the air sample are below the threshold, 132, the crane operator (and the network) is given the "Go", or Container Passes, signal 134, the container transfer is completed 136, and the crane proceeds to the next container 140. "A" shows the loop back to the start 100. "B" shows the data transfer to the operator and/or the system computer 16 for management, archiving, reporting, etc.

Where the air sample registers above the threshold 142, the crane operator and others are alerted that the container "Failed", the "No-Go" or Detain signal 144 is given to the crane operator and the system 16, the container is transferred to detain area, or trolley to carry it to the detain area, or otherwise put aside 146. The crane proceeds to the next container 140. The sensor purge cycle described above 138 starts essentially contemporaneously with the threshold comparison. Industrial Applicability:

The key functions of the CESS are of vital importance to preliminary screening of the tens of millions of incoming intermodal (sea/land and air) containers, and permits DHS, Customs, Port Authorities, Coast Guard, law enforcement and the military a system and method for rapid threat detection in the short off-load period, and the ability to divert any "failed" containers to be set aside for appropriate further response, whether that be more detailed inspection, remediation, or corrective action. The system is light weight, fits into the current infrastructure of container handling, and a satisfactory operable life. Since the operational threshold set forth below will meet the specifications and system design required for a Safe Container Program (SAFECON), the inventive CESS will become the standard for Department of Homeland Security, the Coast Guard, Customs Bureau, Border, Maritime and related Federal and Government contractors charged with security of US borders. Further, the CESS functionality provides minimal disruption to present industry, government and commercial processes, infrastructure and operations. The CESS objective is to sample, test, evaluate and report a go/No-Go result within a 120 second or less time frame. The inventive CESS is a rugged, low-power, light-weight unit that provides for a low-cost retrofit or new install on any of the various sizes of intermodal containers and on air cargo containers;

thereby, offering an excellent solution to port container security and at-sea inspection.

The inventive CESS process will be adopted as a proactive solution that enhances existing Customs and Port security operations with more secure inspections at minimal cost, reduced use of human resources and lower disruption to operations. Thus, in accord with the method aspects of the invention, processing a sample of the environmental air from the interior of a closed container by use of the inventive CESS upon arrival at a port or trans-shipment point prior to container opening quickly determines on a sufficiently reliable basis enough evidence to provide a rapid, initial screening and sorting. .Once the suspect containers have been put aside, a more rigorous investigation can be undertaken by manual inspection and sampling.