US20060243159A1 - Dropped deck center beam rail road car with shallow center sill - Google Patents
Dropped deck center beam rail road car with shallow center sill Download PDFInfo
- Publication number
- US20060243159A1 US20060243159A1 US11/349,047 US34904706A US2006243159A1 US 20060243159 A1 US20060243159 A1 US 20060243159A1 US 34904706 A US34904706 A US 34904706A US 2006243159 A1 US2006243159 A1 US 2006243159A1
- Authority
- US
- United States
- Prior art keywords
- car
- deck
- sill
- center
- height
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/16—Wagons or vans adapted for carrying special loads
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Transportation (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
- This invention relates generally to center beam rail road cars, and, in particular, to center beam cars having a depressed deck portion between a pair of rail car trucks.
- Center beam rail road cars generally have a rack-like body, in which there is a longitudinally extending deck and an upstanding center beam assembly running down the center of the car. The center beam structure is carried on a pair of rail car trucks. The cars have a pair of end bulkheads that extend transversely to the rolling direction of the car. The lading supporting structure of the beam includes laterally extending decking mounted above, and spanning the space between, the trucks. A center beam web structure, typically in the nature of an open frame truss for carrying vertical shear loads, stands upright from the deck and runs along the longitudinal centerline of the car between the end bulkheads. This kind of webwork structure can be constructed from an array of parallel uprights and appropriate diagonal bracing. Most often, a top truss assembly is mounted on top of the vertical web and extends laterally to either side of the centerline of the car. The top truss is part of an upper beam assembly, (that is, the upper or top flange end of the center beam) and is usually manufactured as a wide flange, or wide flange-simulating, truss, both to co-operate with the center sill to resist vertical bending, and also to resist bending due to horizontal loading of the car while travelling on a curve. Typically, a center sill extends the length of the car. The center beam thus formed is conceptually a deep girder beam whose bottom flange is the center sill, and whose top flange is the top truss (or analogous structure) of the car.
- Center beam cars are commonly used to transport packaged bundles of lumber, although other loads such as pipe, steel, engineered wood products, or other goods can also be carried. The space above the decking and below the lateral wings of the top truss on each side of the vertical web of the center beam forms left and right bunks upon which bundles of wood can be loaded. The base of the bunk may include risers that are mounted to slant inward, and the vertical web of the center beam is generally tapered from bottom to top, such that when the bundles are stacked, the overall stack leans inward toward the longitudinal centerline of the car.
- Lading is most typically secured in place using straps or cables. Generally, the straps extend from a winch device mounted at deck level, upward outside the bundles, to a top fitting. The top fitting can be located at one of several intermediate heights for partially loaded cars. Most typically, the cars are fully loaded and the strap terminates at a fitting mounted to the outboard wing of the upper beam assembly. Inasmuch as the upper beam assembly is narrower than the bundles, when the strap is drawn taut by tightening the winch, it binds on the upper outer corner of the topmost bundle and exerts a force inwardly and downwardly, tending thereby to hold the stack in place tight against the center beam web.
- Each bundle typically contains a number of pieces of lumber, commonly the nominal 2″×4″, 2″×6″, 2″×8″ or other standard size. The lengths of the bundles vary, typically ranging from 8′ to 24′, in 2′ increments. The most common bundle size is nominally 32 inches deep by 49 inches wide, although 24 inch deep bundles are also used, and 16 inch deep bundles can be used, although these latter are generally less common. A 32 inch nominal bundle may contain stacks of 21 boards, each 1½ inch thick, making 31½ inches, and may include a further 1½ inches of dunnage for a total of 33 inches. The bundles are loaded such that the longitudinal axes of the boards are parallel to the longitudinal, or rolling, axis of the car generally. The bundles are often wrapped in a plastic sheeting to provide some protection from rain and snow, and also to discourage embedment of abrasive materials such as sand, in the boards. The bundles are stacked on the car bunks with the dunnage located between the bundles such that a fork-lift can be used for loading and unloading. For bundles of kiln dried softwood lumber the loading density is taken as 1600 to 2000 Lbs. per 1000 board-feet.
- It has been observed that when the straps are tightened, the innermost, uppermost boards of the topmost bundle bear the greatest portion of the lateral reaction force against the center beam due to the tension in the straps or cables. It has also been observed that when these bundles bear against the vertical posts of the center beam, the force is borne over only a small area. As the car travels, it is subject to vibration and longitudinal inertia loads. Consequently the plastic sheeting may tend to be torn or damaged in the vicinity of the vertical posts, and the innermost, uppermost boards can be damaged. The physical damage to these boards may tend to make them less readily saleable. Further, whether or not the boards are damaged, if the plastic is ripped, moisture can collect inside the sheeting. This may lead to the growth of molds, and may cause discolouration of the boards. In some markets the aesthetic appearance of the wood is critical to its saleability, and it would be advantageous to avoid this discolouration.
- In part, the difficulty arises because the bearing area may be too small. Further, the join between the upstanding web portion of the center beam and the upper beam assembly can coincide with the height of the topmost boards. This join is not always smooth. Further still, when the posts are fabricated the flanges may not stand perfectly perpendicular to the web, such that one edge of the flange may bear harder against the bundles than another.
- It is also desirable that the bundles stack squarely one upon another. Although it is possible to use wooden battens at the top end of the center beam web, this will tend to cause the top bundle to sit outwardly of its neighbours. It has been observed that a thin wooden batten, of ¾ ″ thickness may tend to bow inwardly between adjacent posts, and may not spread the wear load as much as may be desired. A 1½ inch thick wooden batten may have a greater ability to resist this bowing effect. However, the space available for employing a batten may tend to be limited by the design envelope of the car. Inasmuch as it is advantageous to load the car as fully as possible, and given that the design of the car may usually reflect a desire to maximize loading within the permissible operational envelope according to the applicable AAR standard, the use of a relatively thick wooden batten may tend to push the outside edge of the top bundle outside the permissible operational envelope. Wooden battens may also be prone to rotting if subject to excessive exposure to moisture, or may be consumable wear items that may require relatively frequent periodic replacement.
- It would be desirable to have an upper beam assembly that is integrated into the structure, that is formed to spread the bearing load across a larger area, that would tend to resist the bowing phenomenon, that would tend not to require frequent replacement, and that would tend not to be prone to rotting.
- Existing center beam cars tend to have been made to fall within the car design envelope, or outline, of the American Association of Railroads standard AAR Plate C, and tend to have a flat main deck that runs at the level of the top of the main bolsters at either end of the car. In U.S. Pat. No. 4,951,575, of Dominguez et al., issued Aug. 28, 1990, a center beam car is shown that falls within the design envelope of plate C, and also has a depressed center deck between the car trucks. It would be advantageous to be able to operate center beam cars that exceed Plate C and fall within AAR Plate F, with a full load of lumber in bundles stacked 5 bundles high. A five bundle high load of 33 inch bundles requires a vertical clearance in the left and right hand bunks of at least 165 inches. This significantly exceeds the vertical loading envelope of a plate C car.
- In known center beam cars, such as those shown in U.S. Pat. No. 4,951,575 and in U.S. Pat. No. 4,802,420 of Butcher et al., issued Feb. 7, 1989, the deck structure of the cars has included inwardly tapering risers mounted above the cross bearers, with longitudinally extending side sills running along the ends of the cross-bearers. The side sills have been angle or channel sections. In U.S. Pat. No. 4,951,575 the side sills are z-sections with the upper leg of the Z extending outward, the lower leg extending inward, and the web between the two legs running vertically. In U.S. Pat. No. 4,802,420 of Butcher et al., the side sill is a channel section, with the legs extending laterally outward and the web, being the back of the channel, extending vertically between the two legs. In both cases the winch is mounted outward of the vertical web.
- In center beam cars it is desirable that the center sill be aligned with the couplers to reduce or avoid eccentric draft or buff loads from being transmitted. In dealing with lateral loads, the side sills act as opposed flanges of a beam. The loads in the side sills, whether in tension, compression, vertical shear or lateral bending, tend to be transferred to the main sill through a main bolster assembly at each end of the car. In general the bolster is located at a level corresponding to the height of the main sill, and the shear plate, if one is used, is typically at a level corresponding to the level of the upper flange of the main sill.
- It is desirable to have a well deck, also called a depressed center deck or dropped deck, between the trucks, to increase the load that can be carried, and so to increase the overall ratio of loaded weight to empty weight of the car, and also to reduce the height of the center of gravity of the car when loaded, as compared to a car having a flat, straight through deck from end to end carrying the same load. In the case of a well deck, longitudinal compression and tension loads in the side sills must be carried from the level of the side sills in the well, to a second, higher level of the side sills to clear the trucks, and then through the bolster structure and into the main sill. The transmission of forces through the vertical distance of the eccentricity of the rise from the side sills height in the well to the side sill height of the end deck adjoining the bolster results in the generation of a moment. When the side sill has a knee at the transition from the well to the end structure of the car, the height of the knee defines the arm of the moment.
- The centerline height of a coupler of a rail road car, when new, may be 34½″ above top of rail (TOR). This is a standard height to permit interchangeable use of various types of rail cars. The main sill, or stub sill if used, tends to have a hollow box or channel section, the hollow acting as a socket into which the coupler is mounted. The minimum height of the main sill at the trucks (or stub sill, if one is used) and end structure bolsters tends to be determined by the coupler height, and the height required to clear the wheels. The height of the well deck is limited by the design envelope, be it Plate C, Plate F, or some other. In general, however, the height of the shear plate, or top flange of the bolster, to the well decking is less than the desired 33 inch bundle height. It is desirable for the top of the first layer of bundles stacked in the well to be at a height that permits the next layer of bundles to match the height of bundles stacked over the trucks. Consequently it would be advantageous to have a false deck, or staging, mounted above the shear plate, or if there is no end structure shear plate, then above the bolster, at a level to match the level of the top of the bundles carried in the well between the trucks.
- One way to reduce the stress concentration at the knee is to make the side sill section of the end portion of the sill deeper. Another way to reduce the stress concentration at the knee is to make the knee member wider. On the longitudinally inwardly facing side of the knee (that is, the side oriented toward the lading in the well) the flange of the vertical leg of the knee may tend to extend perpendicularly. On the longitudinally outboard side, that is, the side facing the truck, the longitudinally outboard flange can be angled, or swept, resulting in a tapering leg, rather than one with parallel flanges. An increase in the section width, due to tapering the longitudinally outboard flange is desirable, as it permits a reduction in the stress concentration in the side sill assembly at the knee, and tends to provide greater truck clearance.
- Where a dropped deck center beam car is used, the juncture between the posts and the medial portion of the center sill may leave a discontinuity in the lading contacting surface. That is, where the center sill is a straight-through center sill, such that (subject to any cumber) the top flange of the center sill runs continuously from one end of the rail road car to the other in a single horizontal plane, the lower bundles of the lading in the medial portions of the car are nestled snug against the laterally outwardly facing bearing surfaces of the medial portion of the center sill. The upper bundles nestle against, and the load securement cables are tightened to encourage snug securement against, the laterally outwardly facing flanges of the center beam assembly posts. Due to the practicalities of manufacturing, there may be a discontinuity between the lading contacting interface surface, or surfaces, of the medial portion of the center sill and the outwardly facing flanges of the posts. This discontinuity may be deliberate—as when the center sill has parallel, vertical webs, and the posts are tapered, or it may be inadvertent, as when the posts are slightly misaligned on installation, either being angularly mis-oriented such that the join is skewed, or translationally mismatched such that the join is not co-planar, or the weld at the join may not be ground flush and smooth, leaving a protruding asperity to damage adjacent lading.
- It may therefore be advantageous to have, in the medial portion of the car, posts whose flanges extend the full height from the top chord to the deck of the medial section, presenting one continuous, planar bearing surface. Such a continuous surface may tend not to have local asperities due to mis-aligned adjacent members or poorly executed and finished weldments. To achieve this objective of a continuous bearing surface, it may be desirable, as shown and described herein, to employ a center sill medial portion whose external surfaces lie shy of (or put differently, not proud of) the profile of the bearing surfaces of the posts. To that end it may be advantageous to employ a shallow center sill, as in one aspect of the present invention, in which the upper flange of the center sill is not continuously planar, but rather has a depressed medial portion lying lower than the end portions. Further, it may be advantageous to employ a shallow, or very shallow, center sill in the medial, or dropped deck portion of the car, in which the upper flange of the center sill lies at a level corresponding to, or shy of, the level of the upwardly facing lading bearing interface of the medial portion of the deck structure. For example, the upwardly facing lading bearing interface of the deck structure may be either the support array formed by the upwardly facing surfaces of a series of risers, such as may be mounted over pitched cross-members, or, in a riserless car, may by the generally flat surface of the deck in a riserless car.
- Optionally, a shallow center sill as shown and described in one aspect of the invention herein, may result in an eccentric moment being placed upon the center sill, as, for example, when the car is subjected to a longitudinal squeeze (i.e., buff) load. Such a squeeze load may be idealized as a longitudinal compressive load applied at the centerline of the couplers, with the tendency to cause the center sill to buckle. Where the centroid of the cross-section of the shallow portion of the center sill (or of the medial section of the deck in a center-sill-less medial portion, should such a novel structural feature be adopted in a center beam car) lies below the centerline of the couplers, there may tend to be a moment carried through the knees. In that circumstance it may be advantageous to provide a longitudinal reinforcement member for carrying at least a portion of the squeeze load, and, additionally, it may be advantageous for that longitudinal compression (or, indeed tension) carrying member to have the centroid of its cross sectional area located at a level at or above the centerline of the couplers. In such an instance, as shown and described herein in another aspect of the present invention, the compression member spaced upwardly from the center sill would also lie within the profile of the flanges of the posts.
- It may be advantageous to be able to carry loads other than, for example, bundles of lumber, on at least a part of the return journey. While this can be done with center beam cars presently in use, the overhanging wings of the top truss may tend to complicate loading of the car from above. For example, it may be more convenient to load pipe, or other objects, using an overhead crane rather than to employ side loading using a fork-lift of perhaps more limited lifting capacity. Such loading would be facilitated by removal of the top truss. Further still, in addition to removal of the top truss, truncation of the central web at a level below the bottom of the uppermost row of bundles permits the top row of bundles to be loaded side by side. Strapping for securing the load, rather than being attached to the wings of the top truss, can be carried fully over the load to the winches at deck level on opposite sides of the car. In addition, the top chord can be made wider than the posts, such that the bundles bear against the smooth outside face of the top chord at a stand-off distance clear of the flanges of the posts.
- Further, where, as described in one aspect of the invention herein, the top chord is relatively narrow, and is not surmounted by a top truss structure of significant lateral extent, it may be advantageous to provide a low-abrasion cover. It would be further advantageous if that cover could be manufactured from a single piece of stock, and if it could be installed in a manner where gravity might tend aid in keeping the cover in place.
- Torsional loads applied to the center beam assembly are transmitted through the trucks and reacted at the rails. A significant portion of this load is transferred into the deck and main sill structure at the longitudinal location of the truck center by the main posts that extend upwardly from the deck above the truck center. It may be that the main post is narrower than the center sill top cap (i.e., upper flange), and narrower than the underlying center sill webs. It such circumstances it may be advantageous to provide web and flange continuity in the center sill beneath the main post.
- In an aspect of the invention there is a center beam railroad car having a longitudinal centerline. The railroad car is supported by rail car trucks at either end thereof. The railroad car comprises a cargo support structure borne between the trucks, upon which cargo can be carried. The center portion of the cargo support structure is depressed relative to the end portions. The rail road can has full height posts that extend from the depth of the depressed portion to the top chord. In this portion of the car, the top flange of the center sill is flush with, or lies below, the plane of contact of the lading with the load bearing interface of the deck of the depressed portion.
- In another aspect of the invention there is a dropped deck center beam rail road car. It has a lading support structure carried on rail road car trucks for rolling motion along rail road tracks. The lading support structure has upstanding bulkheads mounted at opposite ends thereof, a laterally extending deck structure, and a central beam assembly standing upwardly of the laterally extending deck structure. A coupler is mounted at one of the ends of the lading support structure. The coupler has a coupler centerline height. The deck structure has a pair of end portions and a medial portion. The end portions are stepped upwardly relative to the medial portion. Each of the end portions and the medial portion of the deck structure have lading bearing interfaces upon which lading can be placed. The central beam assembly includes a webwork assembly extending upwardly of the medial portion of the deck structure to a longitudinally extending top chord member. At least a portion of the web work assembly extending to a height lower than the lading bearing interface of one of the end portions of the deck structure.
- In an additional feature of that aspect of the invention, a coupler is mounted to at least one of the ends of the lading support structure. The coupler has a coupler centerline height, and at least a portion of the web work assembly extends lower than the coupler centerline height. In another feature, the web work assembly includes laterally outwardly facing lading contact surfaces against which to secure lading. The medial portion of the deck structure has an upwardly facing load bearing interface upon which to place lading, and the lading contacting surface extends downward to a level corresponding to the load bearing interface of the medial portion of the deck structure. In a further feature, the load bearing interface of the medial portion of the deck structure apparatus is chosen from the set of apparatus consisting of (a) an array of risers upon which to place lading; and (b) deck sheeting upon which to place lading. In a still further feature, the web work assembly includes a laterally outwardly facing continuous load contacting surface that extends over a range of height greater than 140 inches from bottom to top.
- In a further aspect of the invention, there is a dropped deck center beam rail road car. It has a center sill carried by rail car trucks for rolling motion along rail road tracks, and a deck structure upon which lading can be side loaded. The deck structure extends laterally outward from the center sill and has a depressed medial portion. Upstanding bulkheads are mounted at opposite end of the deck structure. A central beam assembly stands upwardly of the center sill and runs longitudinally between the bulkheads. The center sill has end portions and a downwardly stepped medial portion. The end portions have uppermost flange members, and the downwardly stepped medial portion has an uppermost flange member. The uppermost flange member of the medial portion lies at a lower height than the uppermost flange member of one of the end portions.
- In an additional feature of that aspect of the invention, a coupler is mounted at one end of the rail road car. The coupler has a coupler centerline height. The uppermost flange member of the medial portion lies at a lower height than the coupler centerline height. In another additional feature, the medial portion has a cross-sectional area. The cross sectional area has a centroid. The centroid lies between 12 and 18 inches below the coupler centerline. In a further additional feature, the depressed medial portion of the deck structure has a load bearing interface upon which to place lading, and the uppermost flange member of the medial portion of the center sill lies at in a location chosen from the set of locations consisting of (a) flush with the load bearing interface of the medial portion of the deck structure; and (b) shy of the load bearing interface of the medial portion of the deck structure.
- In a still further additional feature, the downwardly stepped medial portion of the center sill is located between two end portions of the center sill. The end portions are upwardly stepped relative to the medial portion of the center sill. A longitudinally extending reinforcement member is spaced upwardly from the medial portion of the center sill. The longitudinally extending reinforcement member is connected to carry longitudinal loads between the end portions of the center sill. In another additional feature, the end portions of the center sill include respective center sill top flange portions, and the longitudinally extending reinforcement member has a flange portion mounted at a height to pass loads between the top flange portions of the end portions of the center sill.
- In still yet another additional feature, the rail road car has a coupler, and a coupler centerline height, the longitudinally extending reinforcement member has a cross-sectional area, the cross-sectional area has a centroid, and the centroid of the cross sectional area lies at a level that is at least as high as the centerline height of the coupler. In a further feature of that feature, the centroid lies 12 to 18 inches above the coupler centerline height. In an alternate, or additional further feature of that feature, the medial portion of the center sill has a cross-sectional area, and the cross-sectional area of the medial portion of the center sill lies at a height between 12 and 18 inches lower than the coupler centerline height. In a yet further feature a first distance is defined between the centroid height of the reinforcement member and the coupler centerline height, a second distance is defined between the coupler centerline height and the height of the centroid of the medial portion of the center sill, and a ratio R is defined as (a) the product of the first distance multiplied by the cross sectional area of the reinforcement member, divided by (b) the product of the second distance multiplied by the cross sectional area of the medial portion of the center sill, and the ratio R lies in the range of 0.70 to 1.40. In a still further feature, a ratio R is defined as (a) the first distance divided by (b) the second distance; and the ratio R lies in the range of 0.5 to 2.0.
- In a still further aspect of the present invention, there is a dropped deck center beam rail road car. It has a lading support structure carried on rail road car trucks for rolling motion along rail road tracks. The lading support structure has upstanding bulkheads mounted at opposite ends thereof, a laterally extending deck structure, and a central beam assembly standing upwardly of the laterally extending deck structure. The deck structure has a pair of end portions and a medial portion, the end portions being stepped upwardly relative to the medial portion. The central beam assembly includes a webwork assembly extending upwardly of the medial portion of the deck structure to a longitudinally extending top chord member. The web work assembly presents a laterally outwardly facing lading contact surface against which lading can be placed. The laterally outwardly lading contact surface is continuous from the medial portion of the deck structure to the top chord.
- In an additional feature of that aspect of the invention, the outwardly facing lading contact surface of the web work assembly has slope continuity with the top chord. In another feature, the top chord has side faces against which lading can be secured. In a still further feature, the top chord is chosen from the set of top chords consisting of (a) a top chord mounted at a partial height elevation relative to the end bulkheads, wherein lading can be placed to either side of the top chord, and also carried thereabove; (b) a top chord mounted at a full height elevation relative to the bulkheads, and lading can be placed to either side thereof to bear laterally thereagainst, the top chord being unencumbered by laterally extending top truss members; and (c) a top chord member surmounted by a top truss mounted at a full height elevation relative to the bulkheads.
- In another aspect of the invention there is a centerbeam rail road car having a truss-less top chord member. A removable plastic cover is provided for the top chord. The cover is made of a high molecular weight polymer, and provides a low friction surface against which to secure bundles of lading.
- In an additional feature of that aspect of the invention, the cover is held in place by gravity. In a further additional feature, the cover is supplied in a plurality of sections to permit partial removal and replacement. In another feature, the cover is made from a roll formed plastic sheet. In another feature, the top chord has securement fittings be which to attach the cover to the top chord. In still another feature, the cover has an interference fit with the top chord. In another feature, the cover is resilient, whereby the cover can be flex to permit installation, and the cover is biased to snap or spring into place into place. That is, it is biased to retain itself in position. In another feature, the cover has an inwardly turned lip, and the lip is relieved to accommodate flanges of posts of the center beam assembly.
-
FIG. 1 a shows an isometric, general arrangement view of an embodiment of a center beam rail road car having a depressed center deck and a center sill having a shallow medial portion according to an aspect of the present invention, that embodiment having tapered posts and a laterally extending top truss; -
FIG. 1 b shows an isometric, general arrangement view of an alternate embodiment of a center beam rail road car to that ofFIG. 1 a, that embodiment having tapered posts and a full height top chord without a top truss; -
FIG. 1 c shows an isometric, general arrangement view of an alternate embodiment of a center beam rail road car to that ofFIG. 1 a, that embodiment having parallel sided posts and a full height top chord without a top truss; -
FIG. 1 d shows an isometric, general arrangement view of an alternate embodiment of a center beam rail road car to that ofFIG. 1 a, that embodiment having parallel sided posts and a reduced height top chord; -
FIG. 2 a shows a side view of the center beam rail road car similar ofFIG. 1 a; -
FIG. 2 b shows a side view of an alternate embodiment of center beam rail road car to that shown inFIG. 2 a, having a longitudinal compression bearing member spaced upwardly from the medial deck structure; -
FIG. 2 c shows a side view of the center beam railroad car ofFIG. 1 c; -
FIG. 2 d shows a top view of the center beam rail road car ofFIG. 2 a with deck sheets removed to reveal the location of the underlying cross-members; -
FIG. 3 a shows a perspective view of a detail of a deck transition section of the center beam car ofFIG. 2 a; -
FIG. 3 b shows a closer view of the transition section ofFIG. 3 a; -
FIG. 4 a shows a mid-span cross section of the center beam rail road car ofFIG. 2 c taken on section ‘4 a-4 a’; -
FIG. 4 b shows a cross-section of the car ofFIG. 2 c taken on section ‘4 b-4 b’ looking toward the transition bulkhead from the well; -
FIG. 4 c shows a cross-section of an end deck looking toward the main bolster of the car ofFIG. 2 c taken on Section ‘4 c-4 c’; -
FIG. 4 d shows a cross-section of an end deck looking toward a cross-tie of the car ofFIG. 2 c taken on Section ‘4 d-4 d’; -
FIG. 4 e is a cross-section of the center sill of the railcar ofFIG. 1 d looking horizontally; -
FIG. 4 f is a partial top view of the center sill ofFIG. 4 e, in a region inboard of the main bolster with top flange removed; -
FIG. 4 g is a partial sectional view of a detail of the center sill ofFIG. 4 f taken at the main bolster; -
FIG. 4 h is a cross section of a portion of the center sill ofFIG. 4 e as viewed from above; -
FIG. 4 i shows a cross section of a deck knee of the rail car ofFIG. 1 c or 1 d; -
FIG. 5 a shows a cross-section of the car ofFIG. 1 d similar to section ‘4 a-4 a’; -
FIG. 5 b shows a cross-section of the car ofFIG. 1 d similar to section ‘4 b-4 b’; -
FIG. 5 c shows a cross-section of an end deck looking toward the main bolster of the car ofFIG. 1 d similar to section ‘4 c -4 c’; -
FIG. 5 d shows a cross-section of an end deck looking toward a cross-tie of the car ofFIG. 1 d similar to section ‘4 d -4 d’; -
FIG. 6 a shows a cross-section of the car ofFIG. 2 a taken on section ‘6 a-6 a’; -
FIG. 6 b shows a cross-section of the car ofFIG. 1 a taken on section ‘6 b-6 b’; -
FIG. 6 c shows a cross-section of the car ofFIG. 1 a taken on section ‘6 c-6 c’ looking toward the main bolster; -
FIG. 6 d shows a cross-section of the car ofFIG. 1 a taken on section ‘6 d-6 d’; -
FIG. 6 e shows a cross-section of the car ofFIG. 1 a taken on section ‘6 e-6 e’; -
FIG. 7 a shows an enlarged detail ofFIG. 6 a; -
FIG. 7 b shows an enlarged detail ofFIG. 6 b; -
FIG. 7 c shows an enlarged detail ofFIG. 6 c; -
FIG. 7 d shows an enlarged detail ofFIG. 6 d; -
FIG. 7 e shows an enlarged detail ofFIG. 6 e; -
FIG. 7 f shows a detail of the embodiment ofFIG. 2 b taken on a section corresponding toFIG. 6 a; -
FIG. 7 g shows a detail of the embodiment ofFIG. 2 b taken on a section corresponding toFIG. 6 b; -
FIG. 8 a shows a three-quarter view of a section of the top chord of the center beam rail road car ofFIG. 1 c or 1 d, and a cover therefor; -
FIG. 8 b shows a cross-sectional view of the top chord ofFIG. 8 a with the cover installed; -
FIG. 9 a shows a detail of the upper beam structure of the car ofFIG. 1 d; -
FIG. 9 b shows a side sectional view of the detail ofFIG. 9 a; -
FIG. 10 a shows an alternate detail to that ofFIG. 9 a; -
FIG. 10 b shows a side sectional view of the detail ofFIG. 10 a; -
FIG. 11 a shows an alternate detail to that ofFIG. 9 a; -
FIG. 11 b shows a side sectional view of the detail ofFIG. 11 a; -
FIG. 12 a shows an alternate detail to that ofFIG. 9 a; -
FIG. 12 b shows a side sectional view of the detail ofFIG. 12 a; -
FIG. 13 a shows an alternate detail to that ofFIG. 9 a; -
FIG. 13 b shows a side sectional view of the detail ofFIG. 13 a; -
FIG. 14 a shows an alternate detail to that ofFIG. 9 a; -
FIG. 14 b shows a side sectional view of the detail ofFIG. 14 a; -
FIG. 15 shows an alternate detail to that ofFIG. 9 a; -
FIG. 16 shows an alternate detail to that ofFIG. 9 a; -
FIG. 17 a shows an alternate detail to that ofFIG. 9 a; -
FIG. 17 b shows an alternate detail to that ofFIG. 17 a; -
FIG. 17 c shows an alternate detail to that ofFIG. 17 a; -
FIG. 17 d shows an alternate detail to that ofFIG. 17 c; -
FIG. 17 e shows an alternate detail to that ofFIG. 17 c; -
FIG. 17 f shows an alternate detail to that ofFIG. 17 d; -
FIG. 18 shows an alternate detail to that ofFIG. 9 a; -
FIG. 19 shows an alternate detail to that ofFIG. 9 a; -
FIG. 20 shows an alternate detail to that ofFIG. 9 a; and -
FIG. 21 shows an alternate detail to that ofFIG. 9 a. - The description that follows, and the embodiments described therein, are provided by way of illustration of an example, or examples of particular embodiments of the principles of the present invention. These examples are provided for the purposes of explanation, and not of limitation, of those principles and of the invention. In the description which follows, like parts are marked throughout the specification and the drawings with the same respective reference numerals. The drawings are not necessarily to scale and in some instances proportions may have been exaggerated in order more clearly to depict certain features of the invention.
- In terms of general orientation and directional nomenclature, for each of the rail road cars described herein, the longitudinal direction is defined as being coincident with the rolling direction of the car, or car unit, when located on tangent (that is, straight) track. In the case of a car having a center sill, whether a through center sill or stub sill, the longitudinal direction is parallel to the center sill, and parallel to the side sills, if any. Unless otherwise noted, vertical, or upward and downward, are terms that use top of rail TOR as a datum. The term lateral, or laterally outboard, refers to a distance or orientation extending cross-wise relative to the longitudinal centerline of the railroad car, or car unit, indicated as CL-Rail Car. The term “longitudinally inboard”, or “longitudinally outboard” is a distance or orientation relative to a mid-span lateral section of the car, or car unit.
- A center beam railroad car is indicated in
FIG. 1 a generally as 20. It has a center beam railroad car body 21 carried on a pair of longitudinally spaced apartrailroad car trucks Car 20 has alongitudinal centerline 25 lying at the center of the coupler height and in a longitudinal plane of symmetry, indicated generally as 24, which intersects the truck centers oftrucks Car 20 has adeck structure 26 that hasend deck portions medial deck portion 29, carried between the trucks at a height, relative to the top of rail (TOR) that is lower than the height of theend deck portions - The structure of a center beam car is analogous to a deep beam having a tall central structure to approximate the web of a beam, or a web-like structure or truss assembly, a wide flange at the bottom, and a wide flange at the top. In the case of
car 20, the central web assembly is indicated generally as 30 and runs in the longitudinal direction (that is, the rolling direction of the car), the top flange function is served by atop truss assembly 32, and the lower flange function is performed by center sill 3 b, from which extends an assembly that includes alateral support structure 34, in the nature of a deck, or frame, or staging upon which cargo can be placed.Lateral support structure 34 generally includesdeck structure 26, and its outboard left and righthand side sills - It will be appreciated that aside from fittings such as hand grabs, ladders, brake fittings, and couplers, the structure of car 20 (and the other embodiments of railroad cars shown and described herein) are symmetrical about the longitudinal plane of
symmetry 24, and also about a transverse plane ofsymmetry 31 at the mid-length station of the car. In that light, a structural description of one half of the car will also serve to describe the other half. The features ofcar 20 thus enumerated are basic structural features of a center beam car having a depressed center deck. - In detail, center sill 36, is a fabricated steel box beam that extends longitudinally along
car 20, havingcouplers 38 mounted at either end.Cross bearers 40 extend outwardly fromcenter sill 36 to terminate at a pair of longitudinal left and righthand side sills item 40 and cross-ties are indicated asitem 41. These cross bearers and cross ties extend laterally outward from center still 36 on approximately 4 ft centers.Decking 46 is mounted to extend between cross-bearers 40, and cross-ties 41 providing a shear connection between adjacent cross-bearers when side loads are imposed on the car. Structural members in the nature of taperedrisers 48 may be mounted above the cross-bearers and cross-ties to form the base of a bunk for carrying loads.Risers 48 are tapered so that loads stacked thereupon will tend to lean inwardly toward the center-line ofcar 20. Where risers are used, the upper surfaces ofrisers 48 define respective end decking portion and medial decking portion load-bearing interfaces upon which lading my be placed. - As noted above,
deck structure 26 has a first end portion, namely enddeck portion 27, a second end deck portion, namely enddeck portion 28, and amedial deck portion 29. At each of the transitions from eitherend deck portion medial deck portion 29 there is a knee, indicated as either 47 or 49. Not only isdeck structure 26 stepped in this manner, but so too areside sills end members medial span member 45. - At either end of
car 20 there are vertically upstanding fore andaft end bulkheads longitudinal plane 24 ofcar 20. Running the full length ofcar 20 betweenend bulkheads array 54 ofupright posts Array 54 may include tapered fabricatedposts 73 having a generally H-shaped cross-section and taperedposts 74 having a generally C-channel shaped section. In alternate embodiments, as noted below, variations ofarray 54 with straight-sided posts may include seamless steel tubes of rectangular cross-section, identified as 56, and square steel tubes ofmain posts 55 mounted over the truck centers in some embodiments, and channel members of constant section identified as 57.Posts shear bay panels diagonal struts Array 54 is reinforced by longdiagonal braces - The
array 54 ofposts upper beam assembly 60 and deep beamtop chord assembly 62. An open frameworktop truss 64 is mounted atop deep beamtop chord assembly 62.Truss 64 haslateral wings car 20 in a cantilevered manner.Truss 64 haslongitudinal stringers 66,cross members 68 andshear plates 69. - In each embodiment shown and described herein, and the combinations of features of the various embodiments that may be made without departing from the spirit and scope of the present invention, the array of
posts 54 surmounted by an upper beam structure form a central beam assembly standing upwardly of the deck structure. In this central beam structure,array 54, and the diagonal braces co-operate to provide a shear transfer web-like structure betweencenter sill 36 and the top chord, whether in the form of a single beam top chord, or top chord, both indicated generically asassembly 62, as may be the case, such that the overall structure may tend to perform like a deep truss under vertical bending loads. - In
car 20, and in all of the other rail road cars described herein, staging, or other end deck support structure upon which lading can be placed is carried above the respective end deck portions. This support structure of the end deck portions is offset from the lading supporting structure ofmedial deck portion 29 by an upward step height increment indicated as 8 (FIG. 4 a). Although other heights could be used, in all of the embodiments illustrated and described herein, it is understood that the step increment is advantageously 30 inches or more, and may correspond to the height of a nominal 32 inch bundle of lumber, plus dunnage, (that is, 31 and 12 inches of lumber plus 1 and ½ inches of dunnage) totaling 33 inches, plus a ⅝ inch tolerance, for an actual step height of 33⅝″ (+1⅛″). If the bundle of lumber is a lesser height, such as 30 inches, the discrepancy may be made up by additional dunnage. - The following description will address straight post cars, such as
cars FIGS. 1 c and 1 d first, to be followed by a description of tapered post cars, such ascars FIGS. 1 a and 1 b. Description of the variations of possible top truss configurations follows thereafter. -
FIGS. 4 a is a sectional view of centerbeam railroad car 70 taken at mid-span ofmedial deck portion 29, looking toward the nearestadjacent cross-bearer 40.FIG. 4 b is a half sectional view facing knee 47 (or 49, as may be). The outline of AAR Plate F is indicated generally as ‘F’. -
Center sill 36 has a pair of first and second end portions, 84, 86, and amedial portion 88 lying therebetween.Medial portion 88 is joined to endportions medial portion 88 is eccentrically offset downward relative to endportions Center sill 36 has an upper horizontal member in the nature ofupper flange 102, and a pair of spaced apart vertical shear carrying members in the nature of left and right hand center sillwebs lower flange 106.Lower flange 106 has an end portion, running along the outboard portion ofcenter sill 36, in a manner similar to a stub sill, indicated inFIG. 4 e as 108, at a height for mounting upontruck Outboard portion 108 ofbottom flange 106 ofcenter sill 36 terminates outboard of the truck center to allow for the installation of draft gear. An internal web, or false flange, 226, noted below, is mounted betweenwebs upper flange 102. A rectangular female socket, identified asdraft pocket 224, is defined between the inner wall surfaces ofitems Draft pocket 224 is of a size and shape for receiving the male end, or shank, of a coupler, such ascoupler 38. - As seen in
FIGS. 3 a and 4 e, the inboard portion oflower flange 106 ofcenter sill 36, descends along the inclined edge of the underside of each transition section, to alevel portion 110, running alongmedial deck portion 29.Medial level portion 110 lies at a height relative to TOR that is lower thanportion 108.Lower flange portions transition section 109, as indicated inFIG. 4 e.Upper flange 102 ofcenter sill 36 also has end portions 83, 85 and amedial portion 87. Upper flange end portions 83 and 85 are carried at a level commensurate with that of the deck sheet ofend portions deck structure 26. While they can be flush, it is preferred that the deck sheets of the end deck portions overlap the laterally outboard margins of upper flange end portions 83 and 85 to permit a lap joint to be made. Similarly,medial portion 87 oftop flange 102 is carried at a level corresponding generally to the level of the deck sheets ofmedial deck portion 29. The margins ofmedial portion 87 stand laterally proud of the medial portions ofvertical webs center sill 36. Whilemedial portion 87 offlange 102 may be flush, and in abutting relationship with the deck sheets ofmedial portion 29 ofdeck structure 26, it is preferred that the deck sheets overlap the flanges of the respective side sills, cross-bearers andtop flange portion 87 to permit welded lap joints to be made. It is also preferred that there be web continuity of the cross bearers through the medial portion ofcenter sill 36 by the use ofinternal webs 292 welded inside center sill 36 on assembly. The centroid of the cross-section of themedial portion 88 ofcenter sill 36 is shown as 96. It lies well below thecenter line 25 ofcoupler 38 by a distance D4. Centroid 96 may be of the order of 12 to 18 inches above TOR, and is preferably about 14-16 inches above TOR. D4 may therefore be of the order of roughly 16 to 22 inches, preferably 18 to 20 inches. - Generally triangular
knee brace portions 90 are formed from center sillweb extension portions flange transition portion 92,portion 92 being formed to extend as the hypotenuse of the triangular shape so formed. The inboard end ofportion 92 is rooted to flange 87 immediately longitudinally outboard of the first vertical post longitudinally inboard of each respective knee. The spacing ofweb extension portions flange transition portion 92 is less than the width ofposts - In
car 20, the posts along the middle section of the deck structure, designated the “long posts”, whether they are channels, H-shaped, or four sided seamless steel tubes of rectangular cross section (as illustrated inFIG. 3 a), and whether they are tapered or parallel sided, extend fully from the level of the deck sheets of the medial portion ofdeck structure 26 to the top chord, thus presenting a continuous, laterally outboard facing smooth surface against which to secure the lading. - It will be noted that in this example, the side flanges of the long posts, namely those facing laterally outward toward the lading, extend from the
top chord 62 downward to a level lying below the level of the top flange of the end portion ofcenter sill 36, below the level of the upper wall of the draft pocket, below the level of thecenterline 25 of the coupler, and below the level of the bottom flange of the end portion ofcenter sill 36. - In the embodiment of
FIGS. 2 b, 7 f and 7 g,car 100 differs fromcar 20 insofar ascar 100 has a longitudinally extending structural member in the nature of a reinforcement identified ascolumn member 98.Column member 98 is spaced upwardly from the medial portion ofcenter sill 36.Column member 98 runs betweenknees center sill 36.Column 98 may have a circular cross section, but is advantageously a closed hollow section, preferably a rectangular steel tube or a size to pass through the vertically extending webs of such ones ofposts knees centroid 92 of the cross section ofcolumn member 98 may advantageously, and preferably lie at a height as high (relative to TOR) as thecenterline 25 ofcouplers 38, and may also lie at a greater height. The vertical distance betweencoupler centerline 25 andcentroid 92 is indicated as D5. D5 is preferably greater than zero, and may be in the range of 12-18 inches, more advantageously in the range of 14-16 inches. It is desirable that D5 be with 30% of the magnitude of D4, and that the product of cross section area, times distance be such that A92×D5 be within 50% of A96×D4 where A92 is the area of the section ofcolumn member 98 and A96 is the area ofcenter sill 36 at the corresponding section.Column 98 is preferably connected to each of the various posts through which it passes,angle brackets 95 being provided to permit larger weldment fillest to be made. Diagonal members are provided as before between the adjacent posts, the diagonal members terminating above and belowcolumn member 98.Column member 98 may tend to enhance resistance to longitudinal squeeze loads, and to reduce the stresses carried by the knees ofcenter sill 36; - As seen in
FIGS. 3 a, 4 a, and 4 b, in the medial, or drop deck portion of the car, namely that ofmedial deck portion 29, there are cross-bearers, 40, as noted above. The endmost cross bearer ofportion 29 next toknee 47 is indicated as 112.Cross bearer 112 is typical of the cross bearers ofmedial deck potion 29.Cross bearer 112 is mounted to, and extends transversely away from,center sill 36.Cross bearer 112 has a vertically standing web, 114, and anupper flange 116.Flange 116 lies flush, and co-planar, with the adjacent outboard margin ofupper flange portion 87 ofcenter sill 36. (That is, flush with the portions offlange portion 87 that stand outwardly proud ofvertical webs 103 and 104). As viewed from above, the join betweenflanges 115, 116 andflange portion 87 is smoothly radiused. -
Web 114 has a taperedportion 118, and a continuouslower flange 120 that follows the profile of the lower edge ofportion 118 between side sill 42 (or 44, as may be) andcenter sill 36. Eachupper flange 116 of eachcross bearer 112 may have mounted on it a riser 124 that is tapered in profile, being shallowest closest to thecar centerline 25, and deepest at its outboard extremity so that lading borne thereon will tend to have an inward slant. As viewed from above, the distal, or outboard, end ofupper flange 116 andlower flange 120 are flared and radiused to meet the inner face of longitudinally extending medial side sill portion 126. Theupper flange 130 of side sill portion 126 lies flush, and co-planar with,upper flange 116, the outboard end of riser 124 overlyingside sill flange 130. As noted above, those portions offlange 87,flange 116, andflange 130 that remain exposed provide a peripheral lap surface upon whichfloor sheets - As seen in
FIGS. 4 a and 4 b, medialside sill portion 45 has a channel-like profile, having top orupper flange 130, noted above, a bottom orlower flange 132, and a back, or web, 134. However, whiletop flange 130 andbottom flange 132 lie in parallel horizontal planes,web 134 does not stand perpendicular to them, and does not stand vertically perpendicular. Rather,web 134 is canted upward and outward at an angle b measured from the vertical, such thatflange 130 is displaced, or skewed, or stepped, outward relative to flange 132. As seen inFIG. 4 a, the extent of this outward positioning is such that both upper and lower flanges fall within the envelope of Plate C. A load securing device in the nature of awinch 138 is mounted to the outboard face ofweb 134 for tightening strapping 136 about thelading 137. The slanted incline ofweb 134 permits the center of rotation ofwinch 138 to be drawn inward toward the center line of the rail car, be it 20, 70, 80, or 90, thus tending to permit themedial portion 29 ofdeck structure 26 to be carried at a lower height than might otherwise be the case. - Straps 136 (
FIG. 4 a) are provided to wrap about the load, and to be tightened by a winch type of mechanism, noted above as 138, or similar tightening device mounted to the respective side sill 42 or 44. In the case of the embodiments ofFIGS. 1 a and 1 b, there are winches along both side sills of the car, and the webs are tightened to the outboard extremities of the wings of the top truss, or to intermediate height fastening points on the various posts ofarray 54. In the case of the embodiments ofFIGS. 1 c and 1 d, the web may be longer, and may pass fully over the lading to be anchored on the far side of the car, either at another winch , if provided, or at a rigid anchor point provided along the opposite side sill. An operator may then turnwinch 138 with the aid of an extension bar or handle (not shown). When tightened, straps 136 bear against the outboard, upper corners of the L5 bundles, tending to force their inboard, upper regions, indicated tightly together, and tending to cause the L5 bundles to be drawn down tightly atop the L4 bundles, thus tightening the stack from L1 to L5.Straps 136 are anchored on the far side of the car to load securing, or anchoring, means in the nature of bent-rod hooks 139. - The construction of the embodiment of end deck portion 28 (or 27) of
car FIGS. 1 c, 1 d, 3 a and 4 c. Main bolster 200 (FIG. 4 c) extends laterally outward from themain sill 36 at the longitudinal station corresponding to the truck center, whether oftruck transverse plane 31. Thelower flange 208 of bolster 200 (FIG. 4 c) is formed to follow an upwardly and outwardly stepped profile to clear the wheels of truck 22 (or 23) through the turning envelope of the truck relative to the car body generally. End deck structure 140 (FIG. 3 a) includes across tie 146 located roughly 8 ft longitudinally outboard of main bolster 200, (FIG. 4 c); across tie 148 located roughly 4 ft. longitudinally outboard of main bolster 20 c; and a cross tie 150 (FIG. 3 b) located roughly 4 foot longitudinally inboard of main bolster 200. A side sill end portion is indicated as 43 (FIG. 3 a), and extends along the transversely outboard, or distal, ends of main bolster 200, andcross ties FIG. 3 a). - Knee 47 (or 49 of opposite hand) is located at the transition, or step, between end portion 28 (or 27) and
medial deck portion 29.Knee 47 is located at a mid-bay longitudinal station between the longitudinal stations of formedpost 152 and post 154 (FIG. 3 b). As above, the dropped deck portion of the deck (that is, medial deck portion 29) ends at left and right hand knees, indicated as 47, 49. Other than being of opposite hands, they are of identical construction. The medial portion of the side sills, 45, has been described above. Theend portions 43 are formed from deep wide flange beams. As noted above, in the preferred embodiment the depth of the beam may be determined at the lower flange by the height required to give adequate clearance over the wheels when the car is fully loaded and cornering, and the upper height limit of the upper flange corresponds to the 33⅝ (± 1/8″) height increment of the layers of bundles at the step in the deck atknees End portions 43 terminate, at their inboard ends atknees angled end gusset 162 running on the diagonal between the upper and lower flanges ofend portion 43. - The upright portion, 164 (
FIG. 3 b) ofside sills front flange member 166 facing the well, a rear facingflange member 168 facing the adjacent truck, an irregular quadrilateral lower web portion 170 (FIG. 3 b) and a trapezoidalupper web portion 172.Front flange member 166 is a formal metal plate, with one leg mounted in a vertical plane. The metal plate is trimmed to provide smoothly radiused transitions to mate with anupper cross member 174, amedial bulkhead stiffener 176, and abottom cross member 178. At its lower extremityfront flange member 166 has a sill engagement fitting, or seat, in the nature of a hook-shaped cut-out conforming to the inward profile of medialside sill portion 45. That is, the cut-out conforms to the medial side sill portion, the outboard edge of the inwardly curvingleg 182 conforms to the back, or web, of the medial side sill portion, and the smoothlycurved toe 184 conforms to the bottom flange of the medial side sill portion. Agusset 186 seats within medialside sill portion 45, in the plane offront flange member 166, providing flange continuity to complete the section. The upper bent back leg offront flange member 166 extends in the plane of the upper flange of side sill andportion 43. The inward cant of the bottom portion of knee 47 (or 49) is such thatmedial decking portion 29 is narrower thanend decking portions side sill portion 45 lies closer tocentral plane 24 than does the laterally outboard edge of endside sill portion 43, the margin of the lading supporting decking ofmedial decking portion 29 lying laterally inboard relative to the laterally outboard margin ofend decking portion - Longitudinally outboard rear facing
flange member 168 is made from a bent plate cut to the desired profile. Anupper leg 188 ofmember 168 runs along the lower edge ofupper web portion 170 to abut thelower flange 187 of sidesill end portion 43; and alower leg 190 that runs downwardly from the end ofleg 188 on an angle along the edge ofquadrilateral web portion 170.Leg 190 also has an inwardly tendingtoe 192 cut to a similar profile toleg 182 andtoe 184. Agusset 194 seats within the end section of side sillmedial section 45 in the plane oftoe 192, in a manner similar togusset 186. - As thus described, the upright portion of
knee 47, (or 49) is tapered, being narrower at the bottom and wider at the top. That is, the width measured betweenitems lower flange 187 ofside end portion 43 is greater than the width measured betweenitems upper flange 130 ofside sill portion 45. -
Lower cross member 178 is a fabricated T-section having leg 196 lying in a vertical plane, perpendicular to the longitudinal centerline ofcar 20, between side web 103 (or 104) ofmain sill 36 and the trimmed transition offront flange member 166. The horizontalother leg 195 ofmember 178 lies in a horizontal plane between, and is welded to, the outer edge ofbottom flange 106 ofmain sill 36 and the juncture of the back, orweb 134, andupper flange 130 of medialside sill portion 45. An intermediate bulkhead sheet 180 is welded between web 104 (or 103 as may be) and overlappingflange member 166, the vertical leg ofangle section member 174,channel stiffener member 176, andleg 196 oflower cross member 178. - A stringer in the nature of a U-section with the legs orientated up, longitudinally extending stiffening member, in the nature of a
channel 198 extends from a hangar bracket web mounting on the underside ofmember 178 to thefirst cross-bearer 112. The lower framework of the medial deck portion, namely that extending between the lower flange ofmain sill 36, the top flange of side sillmedial portion 45, and the top flanges of the cross-bearers ofmedial portion 29 and ofchannel 198 are overlain by, and welded to, the deck sheets 193 ofmedial portion 29. - Another longitudinally extending stiffener, in the nature of a
channel member 179 is mounted between bolster 200,cross-tie 150 andcross member 174 about half way betweenmain sill 36 and sidesill end portion 43. Theupper flange 102 ofmain sill 36 is carried at a height corresponding to the height of theend deck portions shear panel sheet 199 lying at that height is welded to theupper flange 102 ofmain sill 36, overlaps the upper flange of side sill end portion 41 (or 43), and overlies the upper flanges of the cross-ties and bolsters of end decking portion 27 (or 28), and the upturned toes ofchannel member 179. -
FIG. 4 c shows the deep main bolster 200. Main bolster 200 has left andright hand arms sill 36, to outer, ordistal extremities 205 adjacent to sidesill end portion 43. The root of main bolster 200 at the juncture ofmain sill 36 has a depth extending from the lowerflange end portion 108 to the height of the upper deck.Distal extremities 205 have the same depth of section as sidesill end portion 43. The lower surface of main bolster 200 is defined by bottom steppedflange 210 which extends from the root todistal extremities 205. Steppedflange 210 hasinner shoulders 206 proximate to centersill 36,outer shoulders 209 and slopedintermediate portions 208 extending betweeninner shoulders 206 andouter shoulders 209. At this section, namely the longitudinally outboard section ofmain sill 36 the walls or webs, 103, 104 ofmain sill 36 are identified asplates top flange 216 forms the top plate of the end portion ofmain sill 36. -
FIG. 4 d shows the secondlast cross-tie 148 located at the longitudinal station longitudinally outboard ofpost 55 and main bolster 200. The coupler and draft gear pocket, indicated generally as 224 is defined in the bounded space formed by welding an internal web orcross plate 226 betweenplates lower flange portion 108 andupper flange 102.Plate 226 serves as the draft pocket cap plate, or top flange, of the draft pocket portion ofmain sill 36 at the height at which the top flange ofmain sill 36 might tend otherwise to be but for the depth of the step height atknees Pocket 224, and main bolster 200 are shown inFIG. 4 e. - Each of
center beam cars FIG. 3 b, a horizontal cross-section ofpost 56 generally has a hollow rectangular shape and has smoothly radiused corners as received, typically from a rolling mill or other roll forming or pressing apparatus.Post 57, by contrast, has a horizontal cross-section of a C-shaped channel, with its web being the back of the C, and the flanges being a pair of legs extending away from the back.Post 57 is preferably a roll formed sheet, or pressing, having smoothy radiused corners.Posts 56, 57 (and 55) thus present smooth, planar surfaces to the lading with smoothly radiused corners. Each diagonal member, whether struts 77, 78 (FIG. 2 a) or braces 58, 59, 79, has a first end rooted at a lower lug such aslower lug 230, welded at the juncture of one of posts 56 (or 55) withmain center sill 36; and a second diagonal end rooted in an upper lug 232 (FIG. 2 a) at the juncture of anotheradjacent post 56 andtop chord 62. Midway along its length, the diagonal member, whether struts 77, 78 or braces 58, 59, 79 passes through thepost 57 intermediate the pair of posts 56 (or 55 and 56) to which the diagonal member is mounted. It is intended that the respective sides ofposts posts 57 lie in the same planes on either side of thecentral plane 24 ofcar 20 to present an aligned set of bearing surfaces against which lading can be placed. The side faces ofposts 56 lie roughly at right angles to enddeck portions medial deck portion 29. This facilitates the placement of generally square cornered bundles in stacks in the bunks defined to either side ofcentral web assembly 30. - Each
post 55 is, as noted above, a square steel tube extending upwardly from the deck above the respective truck centers.Post 55 is narrower (in the longitudinal direction of car 20) than the spacing of the webs of main bolster 200, and consequently narrower than main bolsterweb continuation plates main sill 36 in line with the bolster webs at the truck center. Similarly, post 55 is narrower (in the lateral direction across car 20) than the spacing of that portion ofwebs main sill 36 extending outboard of ‘X1’, past main bolster 200 towardcoupler 38, namelyplates Top flange 102 ofmain sill 36 has an access opening in the nature of a rectangular cut-out 101 at the truck center.Post 55 is welded, at its lower, or base end, to a matching rectangular plate 105 that mates with cut-out 101. A pair of first and second web continuation plates in the nature ofgussets gussets Gussets gussets Gussets gussets web continuation plates post 55 tomain sill 36. -
FIG. 4 h shows a horizontal cross-section of a portion ofcenter sill 36 underneath a four sidedhollow section post 56.Center sill 36 is reinforced along its length with vertically extending, transversely oriented webs separator plates, indicated aswebs vertical webs Transverse webs sill 36 at the location ofposts main sill 36 to remain rectangular. Transverse webs 296 are shown inFIG. 4 e at the location of the webs of C-channel posts 57. - As shown in
FIG. 4 f plates webs center sill 36 ends at a location indicated as ‘X2’. In the transition region, or portion, between ‘X1’ and ‘X2’,main sill 36 narrows on a taper defined by converging sidesill web portions FIG. 4 e, it can be seen thatportions main sill 36 is narrowing in the lateral direction, it is also deepening in the vertical direction, as noted above.Internal gusset plates 219, 221 are mounted inside center sill 36 at locations ‘X1’ and ‘X2’ and tend to maintain the desired sectional profile at the transition junctions. By providing this transition section, center sill 36 has a first, relatively wide portion extending longitudinally outboard from location ‘X1’, and a second, relatively narrow middle, or waist, portion lying between ‘X2’ at either respective end of the car longitudinally inboard of the transition. In he preferred embodiment the outboard portion is 12⅞″ inside to suit the draft gear and coupler, and 14″ outside, measured across the webs; the inboard portion is 9″ inside and 10″ outside width, measured across the webs. -
Posts FIG. 1 ) are surmounted at their upper ends bytop chord 62.Top chord 62 extends longitudinally betweenend bulkheads Top chord 32 is a four sided, preferably square, steel tube that presents horizontal top andbottom flanges FIG. 4 a) and a pair of first and secondvertical webs Vertical webs posts - As shown in
FIG. 4 a, the longitudinal web structure of the rail road car 20 (or 70) that includesarray 54 ofvertical posts top chord member 62 extends to a first height H1 at the level of the top of the top chord, measured from top of rail, and the top of the end bulkheads, 50 and 52 extends to a second height H2, measured relative to top of rail. In car 70 H2 is equal to H1. Incar 80, H2 is greater than H1, that is, the end bulkheads are taller than the central web structure. In the preferred embodiment H2 exceeds the maximum height permitted under AAR Plate C, but falls within the maximum height envelope of AAR Plate F. - As seen in the end view of
FIGS. 4 a and 4 c, bundles of lumber are stacked in layers and labelled, in ascending order, as L1, L2, L3, L4 and L5. Incar 80, the height oftop flange 234 oftop chord 62 is lower than the height of the bottom of the uppermost bundles of lumber, L5, that can be stacked in the bunks. In this way the left and right hand top bundles, L5, can seat laterally inboard relative to the remainder of the bundles upon which they are stacked, and can abut each other sideways abovetop chord 32 along thelongitudinal centerline plane 24 ofrail road car 80. That is, as measured upwardly frommedial deck portions 29, the top of the top chord, positioned at height H1, lies a distance D1 above the height H3 ofmedial decking portion 29, (relative to TOR) that is less than D2. D2 is the distance obtained by multiplying (N−1) by the bundle height plus dunnage, roughly 33⅝ inches. N is the maximum number of layers of bundles that can be stacked onmedial decking portion 29 within the AAR plate limit, be it AAR plate F, as in the preferred embodiment, or AAR plate C, or some other plate, and 33⅝ is roughly the height, in inches, of the average layer of nominal “32 inch” bundles. In that way the height of N bundles (that is, the top of bundle L5, as indicated) is the last incremental bundle height that falls within the Plate F limit and so tends to define the load limit height for bundles carried on the car Where theend deck portions medial decking portion 29, the relative height of lading on the end deck portions is one bundle less. Similarly D3, being (N−2) multiplied by 33⅝ inches, represents roughly the height of the top of bundle L3, is less than the height ofbottom flange 240. Incar 80, the load limit height, measured upwardly from the medial decking portion exceeds the height of the uppermost portion of the top chord by more than a full bundle height, i.e. at least 33⅝ inches. It is preferred that the load limit height of 5 bundles exceed Plate C, but fall within Plate F. - In
car 70, the lateral inboard force on bundles L5 is reacted by the large, smooth bearing faces ofwebs top chord 62. - The end portions of
center sill 36 at the location of the draft pocket are relatively tall, being more than 18 inches deep, and preferably about 27 inches deep. The end portions ofcenter sill 36 lying outboard of bolster 200 have an aspect ratio of height (measured over the outboard end portion ofupper flange 102 and theoutboard portion 108 of lower flange 106), to width (measured across the inside faces of the webs that accommodate the draft gear) greater than 1:1, lying in the range of 1.5:1 to 3.0:1, and, in the preferred embodiment, of about 2:0:1, namely 27 inches as compared to 12⅞ inches. As above, a relatively taller main sill end portion may tend to simplify construction. - Returning to
FIG. 1 a, dropped deck center beamrail road car 20 has aweb structure 30 and anupper beam assembly 60 substantially the same as initially described above.Car 20 differs from center beamrail road cars car 20 has tapered posts, andrisers 48 having an upper inclined surface to complement the taper of the posts, i.e., (to co-operate to form a right angled bunk for the lading), and atop truss 64 with laterally extending wings. Detailed views of the center beam car ofFIG. 1 a are provided in the sectional views ofFIGS. 6 a-6 e and the detail views ofFIGS. 7 a to 7 e. In these views, the center sill previously indicated generically as 36 is indicated as 356.Center sill 356 has atop flange plate 358, left and righthand side webs bottom flange 364, all welded in a box structure in the same manner as described above in the context ofcars Side webs Cross-bearers 368 are mounted transversely belowmain sill 356, in the same general manner ascross bearer 112, theweb 370 ofcross bearers 368 having transverse web continuity provided by an in-planeinternal gusset 367 installed on assembly ofmain sill 356 and having left and right hand portions extending to either side ofmain sill 356, generally similar to the embodiment ofFIG. 4 e described above. Hollow structural members, in the nature of hollow steel tubes, identified asrisers 374, locate over the top flanges ofcross-bearers 368, each having an inboard end seated upon the upper side ofbottom flange 364, abuttingrespective side webs cross bearers 368 can be inclined relative to the horizontal to complement the angle of inclination of the flanges ofposts cross bearers 356 may have horizontal flanges and the risers placed thereupon may be tapered to give the desired 90 degree angle between the lading bearing interface of the medial deck portion and the post flanges. In the further alternative, a flat deck sheet can be used, without risers, and with underlying stringers as incar 70, but with the deck sheets and upper flanges of the cross-bearers being inclined at the appropriate angle to complement the post flanges. - As above, the dropped deck portion of the deck ends at left and right hand knees, indicated as 47, 49.
- In this embodiment it will be noted that the upper flange of
main sill 356 is carried at a height corresponding to the height of the medial deck portions.FIG. 6 c shows the deep main bolster 200. At this section, the walls orwebs main sill 36 are bracketed by two heavier,vertical plates Plates center sill 356 ofcar 20. A heaviertop flange 456 forms the top plate of the end portion ofmain sill 356. -
FIGS. 6 d and 7 d show thepenultimate cross-bearer 458 located at the longitudinal station betweenupright post 459 and main bolster 200. Acoupler pocket 464 is formed by welding alower web 466 betweenplates Pocket 464, and smoothly taperedcross member 460 are shown inFIG. 6 e. - The incline of
flanges top truss 64 and risers 48 (or 374). - In the one embodiment,
cars wings 65, 67 (FIG. 11 a) of top truss 64 (or, if no truss wings, then the clearance height to plate ‘F’ is 165 inches or more. As such, the height oftop truss 64 from TOR, at roughly 16 ft-7 in., significantly exceeds the AAR Plate C maximum allowable height of 15 ft-6 in. The upper flange ofmain sill 36 is carried at a height, relative to TOR, that is high enough to permit the top surface of the coupler to fit withinmain center sill 36 as in a socket. The centerline coupler height is 34½ inches above TOR. For a Plate F car, the height of the top of the coupler head is roughly 40¾ inches above TOR for a car, as new, with un-worn wheels, unloaded. Thus the top surface height of a ¾ thick main center sill top flange is roughly 41½ inches above TOR. In the case of the staging, or false floor structures described above, the level of the false floor sheeting and hence of all points on the associated tapered risers, is above the level of thetop flange 102 ofmain center sill 36, that is, at a level that is at least 42 inches from TOR. In the preferred embodiment ofFIG. 3 a, this height, taken at the truck centers, for a new car with no lading and un-worn wheels, is 12½ inches above the level of the center sill, or roughly 53½ inches above TOR (±1 inch). Further, when loaded with 51 inch wide bundles of kiln dried softwood of a density of 1740 lbs per 1000 board feet, the fully loaded center of gravity ofcar - Although a 40 ft., 6 in. medial deck, or well deck, is preferred, a shorter well deck could be employed, such as 28 ft. 6 in., 32 ft. 6 in., or 36 ft. 6 in., it being advantageous that the well deck be at least 28 ft. long.
- Each of
center beam cars gussets - A description of
post 73 will serve also to describe the other posts having H-shaped cross-section in the various embodiments of rail road cars described herein. Similarly, a description ofpost 74 will serve to describe the other posts having C-shaped cross-sections in the various embodiments. Each ofposts 73 has a central web lying in a vertical plane perpendicular to theplane 24 ofcar post 73 is tapered from a wide bottom adjacent main center sill 36 to a narrow top. At the outboard extremities of the web there are left andright hand flanges 496 and 498 (FIG. 11 a) that each lie in a longitudinal plane inclined at an angle α defined (from the vertical) by the slope of the taper ofweb 494. At the top of eachpost web 494 has been trimmed back to a pair oftabs flanges top chord assembly 62 can seat. - A horizontal cross-section of
post 73 will generally have an H-shape, withweb 494 lying centrally relative toflanges Post 74, by contrast, although tapered in a similar manner to post 474, has a horizontal cross-section of a U-shaped channel, with its web being the back of the U, and the flanges being a pair of legs extending away from the back. - Whether parallel sided or tapered posts are used, each diagonal member 58 (or 59 or struts 77, 78 or braces 79) has a first end rooted at a lower lug 97 welded at the juncture base of one of
posts main center sill 36, and a second diagonal end rooted in anupper lug 99 at the juncture of anotheradjacent post top chord assembly 62. Midway along its length, diagonal member 58 (or 59 or struts 77, 78 or braces 79) passes throughpost posts central plane 24 of car 20 (or 70, 80, or 90) to present an aligned set of bearing surfaces against which lading can be placed, that aligned set of surfaces running from the top flange of the center sill at a level corresponding to the load bearing interface of the medial and end portions of the deck structure, up to the top chord. The sides of the top chord may also be co-planar with the posts. - The variations of top chord will now be described. In the case of the embodiments of
FIGS. 1 b, 1 c and 1 d, the top chord member is a beam whose overall width may generally the same as the width of the adjoining posts such that a smooth continuous bearing surface is provided. Alternatively, it may be somewhat wider than the adjoining posts to permit a better butted weld joint to be formed between the squared top end of the post flanges and the underface of the top chord. There are many possible variations of top truss. Althoughcars FIGS. 9 a to 21 b described hereafter can be adapted to suit those cars as well. - As a preliminary matter, each of the top chord members of
cars FIGS. 1 b, 1 c, and 1 d, can be provided with a cover, such as is indicated inFIG. 10 a ascover member 512.Cover member 512 may be of a roll formed UHMW polymer, such as a roll formed nylon channel. An apparently desirable material for this purpose is sometimes referred to as 'puck board”, it being the same material as used for dasher boards along the edge of the ice surface in hockey rinks. Whether by roll-forming or by other fabrication means, an interference fitting channel is desirable, such that, when slipped over the top chord, the cover will tend to fit snuggly and hold itself in place inFIGS. 8 a and 8 b. - Further, cover 512 may have the channel shape shown, having a back or
web 514, andlegs legs lip 520 running therealong for the purpose of achieving a “snap fit” on the top chord.Bead 520 may be formed as a series of intermittent blisters with a gap 521 between the blisters to accommodate the flanges of the posts. In a further alternative, a securement fitting, which may be in the nature of ahard eye 522 may be provided in each lip, or bead, 520 to permitmechanical fasteners 524 to securecover 512 in place. A cleat orstud 526 may protrude downwardly from the top chord to provide a securing point for themechanical fastener 524. The mechanical fasteners may include tumbuckles, cables, or nylon tie wraps. In a still further alternative or additional feature, the upward face of the top chord member may be provided with securement fittings, such as an upwardly standing cleat orstud 528 for co-operation with anaperture 530 formed incover 512. A mating capture member for securingcover 512 in place, in the nature of a threaded nut, or cap 532 may then engage cleat orstud 528, as may be, to discouragecover 512 from moving. While it may be possible to providecover 512 in a single extending fully between the end bulkheads, (typically about 72 to 73 ft) it may be preferable to obtaincover 512 in modular sections, of about 6, 8 or 12 ft in length. Of these, section for placement oh 8 ft centers would be preferred. On installation,legs lips 520 to be pushed overtop chord 62. Whenlips 520 reach the lower edges oftop chord 62, they may tend to seat as shown inFIG. 8 b. - In the embodiment of
FIGS. 9 a and 9 b,upper beam assembly 510 can be defined as the combination oftop chord assembly 62 andtop truss 64. It has a cross section in the shape, generally, of a ‘T’, with the cross-bar of the T being defined bywings top truss 64, and the stem of the ‘T’ being defined bytop chord assembly 62, described more fully below. - Straps 136 (
FIG. 4 a) are provided to attach to the outboard, distal extremities ofwings top truss 64, to be wrapped outboard of the load, and to be tightened by a come-along, a winch, a pawl-and-ratchet type of mechanism, noted above as 138, or similar tightening device mounted to the respective side sill 42 or 44. An operator turnsmechanism 138 with the aid of an extension bar or handle (not shown). When tightened, straps 136 bear against the outboard, upper corners of bundles indicated as 137, tending to force their inboard, upper regions, indicated generally as 518, most tightly against the upright center beam web structure of the railroad car that extends along plane ofsymmetry 24, namelyarray 54 and the outer shank, or skirt, of the stem ofupper beam assembly 60. - The embodiment illustrated in
FIGS. 9 a and 9 b has an inside loading clearance of 169⅜ inches perpendicular to risers 48. It also has a loading limit extending perpendicular to the slope offlange 496, at a height 163½ inches above, and measured perpendicular to,risers 48. The nominal load height is then 165 inches for 5 bundles at 33 inches each, including dunnage. No dunnage is required atop the last bundle, hence 163½ inches. The nominal load height, in general, for 31½ inch bundles of kiln dried lumber is thus the largest integer multiple of 33 inches that is less than the load limit height. In the illustrations ofFIGS. 11 a and 11 b, 4 a and 4 b, this loading limit permits 51 inch wide bundles to fall within the loading envelope defined by AAR plate ‘F’. -
Deep beam section 510 is shown in cross-section inFIG. 9 a. It includes a first, or upper formedsection 540 in the shape of an inverted U, having a back 542 and left andright hand legs Legs posts section 540 also has inwardly steppedshoulders gusset plates top truss 64 totop chord assembly 62.Deep beam section 510 also includes a second formedsection 550 that is generally U-shaped, having a back 552, and a pair of left andright hand legs Legs proximal region shoulder 560 and aneck 562 of a size to nest betweentabs post Tabs web 494 to conform to the depth ofshoulder 560.Legs toe legs toes legs member 540 can overlap, and seat outside of,outside toes Legs legs flanges posts 74 as may be). That is,legs legs posts -
Gussets section car 20, (or 70, 83, 85, 90, 92, 94, 350) corresponding to the various longitudinal stations of the webs ofposts main sill 36 totop truss 64. There is, however, a web discontinuity betweengusset 572 andgusset 574 indicated by gap ‘G’, seen inFIG. 9 b. In light of this discontinuity,gussets main web legs web 494 and atoe toes toes top chord assembly 62 is 27 inches, with ¼ inch wall thickness onlegs legs legs shoulder 560overlaps tabs tabs web 494.Toes - In this way, when assembled,
legs legs legs 546 and 555). The laterally inward reinforcement need not be immediately behind the respective skirt or facing, but rather can be offset, as illustrated inFIG. 9 a, with the influence of the web stiffening the face some distance away. The web is 'inward” of the skirts in the sense of lying behind, or shy of, the profile of the contact interface with the wood bundles, since the reinforcement lies toward the centerline of the rail car, rather than proud of, the respective skirt faces. In this way an inwardly disposed stiffener will not protrude and rub against an object bearing against the outwardly facing surface of the respective skirt. - In an alternative embodiment shown in
FIGS. 10 a and 10 b, a deep beam section 590 has a pair of left and right hand formedsections rectangular tube 596, upon whichtop truss 64 is mounted. Each ofsections main sheet 600, an inwardly steppedshoulder 602, an inwardly extendingleg 604 and anupturned toe 606. In place ofgussets gussets sections posts gussets sections legs 604 ofsections car sections tabs posts main sheets 600 are fillet welded to the side faces oftube 596. As above, there is slope continuity betweenmain sheets 600 and the correspondingflanges - In the alternative embodiment of
FIGS. 11 a and 11 b, a deepupper beam assembly 620 has a pair ofangle irons tabs posts Angle irons toe web 494, and an upwardly extending leg bent to conform to the slope offlanges Beam 620 also has a pair of left and right formedsections main sheet portion leg re-entrant toe - On assembly, L-shaped
gussets sections Gussets main sheet portions legs toe gussets main sheet portions Sections toes gusset 640 is trimmed to a shape to permit welding of its top edge to the underside of thetoes gussets main sheet portions base leg 642 ofgusset 640 can be welded totoes angle irons Gusset 640 is also trimmed to havereliefs angle irons Gussets posts Legs sections top truss assembly 64, as before. Similarly, when installed,main sheet portions flanges - In the alternative embodiment of
FIGS. 12 a and 12 b, a deepupper beam 650 has a pair of formedsections rectangular steel tube 656, amain gusset 658 andminor gussets minor gussets section main sheets 666, 668, inwardly steppedshoulder legs gussets main sheets 666, 668.Gussets re-entrant toes Main gusset 658 is welded uponminor gussets main sheets Tabs main sheets 666, 668 embrace the outer side faces ofsteel tube 652. - In the alternative embodiment of
FIGS. 13 a and 13 b, a deepupper beam assembly 690 has a longitudinally extending inverted C-channel 692 upon which is welded a generally U-shaped formedsection 694 having a back 696 and upwardly extendinglegs posts legs skirt plates skirt plates Top truss assembly 64 surmountsassembly 690.Minor gussets 706 are welded inside C-channel 692 at the longitudinal stations ofposts gussets 708 are weldedinside legs plates posts - The alternate embodiment of
deep beam 720 ofFIGS. 14 a and 14 b is similar to that ofFIGS. 13 a and 13 b, but differs insofar as C-channel 692 and formedsection 694 have been combined into a singular formedsection 722 having inwardly steppedshoulders 724 to yield a plug shapedhead 726, similar to that described in the context ofFIG. 9 a. Further, rather thanstraight legs section 722 has inwardly steppedtoes FIG. 9 a.Skirt plates skirt plates toes rectangular steel tube 736. - In this instance a
large gusset 738 is welded insidesection 722, andplates Gusset 738 has avertical leg 740 having a profile cut to yield the desired slope continuity with the flanges ofposts - The alternate embodiment of
deep beam 750 ofFIG. 15 is similar to that ofFIG. 13 a. However, as inFIG. 14 a, C-channel 692 and formedsection 694 have been supplanted by a single formedsection 752 having a back 754, a pair oflegs gusset 760 is mounted within formedsection 752 at each of the longitudinal stations ofcar 20 corresponding to the longitudinal stations of the webs ofposts gussets 760 terminate in a horizontal leg lying shy of the tips of the distal toes oflegs section 762 can seat between them.Formed section 762 has a back 764,legs shoulders gusset 774 is located at each of the longitudinal post stations. Back 764 provides a horizontal web sufficiently close totop truss assembly 64 that no rectangular steel tube is employed. As before, the outer faces oflegs legs posts sections top truss assembly 64, and present, more or less, a 2 foot wide skirt, or band, that overlaps the load limit, and the maximum loading height. - In the embodiment of
FIG. 16 , adeep beam assembly 780 is generally similar todeep beam assembly 750, but rather than have step-shouldered formed sections it has a C-channel 782 for mounting betweentabs FIG. 15 a above, withgussets 784 mounted as described inFIG. 15 a. Above this is a first pair ofangle irons posts Formed angles lateral gussets 790, again, at the longitudinal stations ofvertical posts Formed angles toes angle irons gussets 804, and along a butt welded seam at their inwardly extendingtoes angle irons legs posts - The embodiment of
FIG. 17 a shows a half view of a retro-fit installation. (As the section is symmetrical about the center line of the car, only one half is illustrated.) An existing center beam post is shown as 820. It has aweb 822 trimmed down to leavetabs rectangular steel tube 825 upon which atop truss assembly 828 is mounted. Askirt panel 830 is formed with a stiffener in the nature of an inwardlybent toe 832. The length ofmain leg 834 is roughly 2 feet, such that its outer face overlaps both the maximum load height and the load limit height.Toe 832 is trimmed to accommodate the flanges of post 820 (analogous toposts 56 or 57). An additional reinforcement, or longitudinal stiffener, in the nature ofangle 836 of a length to lie betweensuccessive posts 820, is welded to the inner face ofmain leg 834 at an intermediate level roughly halfway betweentop truss assembly 828 andtoe 832.Angle 836 will tend to causemain leg 834 to resist lateral deflection betweenadjacent posts 820, thereby tending to maintainmain leg 834 in a position to spread loads placed against it. -
Panel 830 could be as thick as ½ or ⅝ inches. Althoughpanel 830 is preferably a metal sheet welded toposts 820, a different fastening means, such as rivets, bolts or the like, could be used. A smooth steel face is preferred, but other metals, such as aluminum, could be used, or a suitable, rot resistant, UV resistant polymer could be selected, either as a solid sheet or as a face coating or layer, or sheet, upon a metal substrate. It is preferred that the material chosen be a non-consumable material, that is, one that may tend not to be prone to require frequent replacement such as may be required if softwood lumber battens are used, and also one that has little or no tendency to develop wood rot or to support the growth of molds -
Panel 830 need not be integrally formed withbent toe 832, but could be fabricated by using aflat sheet 840 as the external face plate, with anangle iron 842, or similar stiffener, welded along the inward facing bottom edge of the face plate between pairs ofposts 820, as indicated in the other half view shown inFIG. 17 b. -
FIG. 17 c is again a half section, showing ahollow cell panel 844 in place ofpanel 830.Hollow cell panel 844 has an external skin 846, an internal skin 848, and an intermediate hollow cell core 847 for carrying shear between skins 846 and 848. The hollow cells usually have a hexagonal columnar shape, the columns running perpendicular to the skins. The thickness ofhollow cell panel 844 has been exaggerated for the purposes of illustration. Although skins 846 and 848 may be made of steel, they may also be made of other substances, such as structural polymers, reinforced polymers, aluminum, or other suitable material. -
FIG. 17 d is similar toFIG. 17 c, butweb 850 ofpost 852 has been trimmed back to permit outwardly facingexternal face 854 ofhollow cell panel 856 to lie flush withflange 858 ofpost 852.Hollow cell panel 856 is similar in construction tohollow cell panel 844, having a pair of skins and a hollow core. -
FIGS. 17 e and 17 f correspond toFIGS. 17 c and 17 d respectively, and illustrate the use of a corrugated core sandwich, either standing proud of the flange of the post, as illustrated bysandwich 849 inFIG. 17 e, or flush with a trimmed downflange 851 as shown bysandwich 853 inFIG. 17 f. The corrugated sandwiches have inner and outer metal skins, with a reverse folded, corrugated core maintaining the skins in a spaced apart, parallel planar relationship. - In each of the embodiments illustrated in
FIGS. 17 a, 17 b, 17 c, 17 d, 17 e and 17 f the vertical extent of the skirt can be chosen according to the lading customarily carried by the car. As noted above, in general the skirt overlaps the nominal loading height, and extends a modest distance below the nominal loading height, whether 6 inches, 12 inches, 18 inches, 24 inches, 30 inches, or 36 inches. The skirt may also tend to overlap the maximum load limit height, and, further still, to be joined at a welded lap joint to the top chord, or top chord assembly. - The embodiment of
FIG. 18 shows adeep beam assembly 860 that is similar todeep beam assembly 780 ofFIG. 16 but does not have slope continuity with the flanges ofposts sides deep beam assembly 860 are parallel, and rise generally vertically. Achannel 870 is welded along the back of pressing 872 to engage the notch formed in the upper end of post 73 (or 74, as may be). A further U-shaped pressing 878 is welded above pressing 872. - The embodiment of
FIG. 19 is similar to the embodiment ofFIG. 18 , except insofar as it has a single formedsection 866 withshoulders 868 in lieu of a C-channel 870 andsection 862. Similarly, its upper formedsection 874 also hasshoulders 876, in contrast toupper section 878 ofassembly 860. Gussets are indicated as 880 and 882. - In the embodiment of
FIG. 20 deep beam assembly 890 has an inverted U-shaped formedsection 892 havingparallel legs web 898 ofpost 900 such that a longitudinally extendingrectangular steel tube 902 can seat betweentabs flanges distal tips legs tube 902. In the embodiment ofFIG. 21 a formedsection 920 is used in place ofrectangular steel tube 902. In the cases of bothFIG. 20 andFIG. 21 , the overall depth of the side skirts defined bylegs FIGS. 9 a, 10 a, 11 a, 12 a, and 13 a, being roughly 1 ft. This width overlaps both the load limit height and the maximum load height. - In the embodiment of
FIG. 9 a,legs top truss 64, to a level below the upper load limit.Legs legs web stiffener 504 to discourage lateral deflection of the skirt, or bowing inward. - In alternative embodiments, the level of the bottom edge of the legs could be as little as one board (1 and ½ inches, kiln dried wood) below the top edge of the design bundle height, but is expected to be most commonly 12 inches, 24 inches (as in the preferred embodiment) or 30 inches deep when measured from the join to the top truss.
- It is possible to manufacture a generally similar center beam car to fall within the loading profile defined by AAR plate ‘F’, or some other height. In that case, the desired load limit height is the height that is the largest integer multiple of 33 that is less than the clearance opening. The minimum height of the bottom edge of the leg, or skirt, is desirably 1 and ½ inches or more below the nominal load height, typically such that the overall height of the skirt is, nominally, an integer multiple of 6 that is at least 12 inches. Preferably, the skirt extends to a height that is at least half way down the top bundle of the nominal design load, and possibly to a height that is the full depth of the top bundle.
- Although the main deck could be a continuous decking structure, this need not necessarily be so. The main deck, or lower beam structure could be in the form of an open truss, or grid work.
Car 20, and the other rail road cars described herein, are preferably of all-steel construction. However, although the web work assembly of the center beam, and the top truss section is preferably a welded steel fabricated structure, it could be made of aluminum. - Various embodiments of the invention have now been described in detail. Since changes in and or additions to the above-described best mode may be made without departing from the nature, spirit or scope of the invention, the invention is not to be limited to those details, but only by the appended claims.
Claims (1)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/349,047 US20060243159A1 (en) | 2003-05-09 | 2006-02-07 | Dropped deck center beam rail road car with shallow center sill |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/435,683 US7025003B2 (en) | 2003-05-09 | 2003-05-09 | Dropped deck center beam rail road car with shallow center sill |
US11/349,047 US20060243159A1 (en) | 2003-05-09 | 2006-02-07 | Dropped deck center beam rail road car with shallow center sill |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/435,683 Continuation US7025003B2 (en) | 2003-05-09 | 2003-05-09 | Dropped deck center beam rail road car with shallow center sill |
Publications (1)
Publication Number | Publication Date |
---|---|
US20060243159A1 true US20060243159A1 (en) | 2006-11-02 |
Family
ID=37233183
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/349,047 Abandoned US20060243159A1 (en) | 2003-05-09 | 2006-02-07 | Dropped deck center beam rail road car with shallow center sill |
Country Status (1)
Country | Link |
---|---|
US (1) | US20060243159A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20080295727A1 (en) * | 2007-05-31 | 2008-12-04 | Vande Sande Jerry W | Railcar Support Beam System and Method |
US8505260B1 (en) * | 2012-05-15 | 2013-08-13 | National Taiwan University Of Science And Technology | Laterally restrained joint structure |
US10315669B2 (en) | 2014-12-24 | 2019-06-11 | Timothy K. Searfoss | Railcar with cover |
Citations (86)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US190542A (en) * | 1877-05-08 | Improvement in tank and freight cars | ||
US401528A (en) * | 1889-04-16 | Railway-car | ||
US831654A (en) * | 1905-10-30 | 1906-09-25 | Pullman Co | Side construction for cars. |
US831648A (en) * | 1905-07-24 | 1906-09-25 | Pullman Co | Gondola car. |
US934578A (en) * | 1909-06-04 | 1909-09-21 | John G Stoller | Freight railway-car. |
US975861A (en) * | 1909-03-19 | 1910-11-15 | Patrick J Harrigan | Dump car and vehicle. |
US2061673A (en) * | 1933-09-11 | 1936-11-24 | Curtiss Aerocar Company Inc | Trailer vehicle |
US2167427A (en) * | 1937-10-19 | 1939-07-25 | John J Tatum | Open top car |
US2650856A (en) * | 1950-07-24 | 1953-09-01 | Coca Cola Bottling Works Co | Body for delivery trucks |
US2710221A (en) * | 1950-11-13 | 1955-06-07 | Frederick J Hinners | Truck body for carrying stacked cases |
US2724611A (en) * | 1953-05-11 | 1955-11-22 | Highway Trailers And Utilities | Load carrying vehicle body |
US2759737A (en) * | 1953-12-29 | 1956-08-21 | Dave M Manning | Vertically adjustable truck trailer |
US2768004A (en) * | 1954-01-06 | 1956-10-23 | Carl Moritz | Load binder for vehicles |
US2801597A (en) * | 1953-05-13 | 1957-08-06 | Acf Ind Inc | Underframe for railway cars |
US2803201A (en) * | 1953-06-03 | 1957-08-20 | Illinois Railway Equipment Co | Lading tie anchors |
US2810602A (en) * | 1954-11-18 | 1957-10-22 | Leonard S Abrams | Vehicle body having longitudinally spaced fixed load supports |
US2839328A (en) * | 1954-08-25 | 1958-06-17 | Highway Trailers And Utillties | Load carrying vehicle body |
US2851301A (en) * | 1957-10-09 | 1958-09-09 | Timmons Metal Products Co | Combination pallet rack and truck body |
US2883945A (en) * | 1954-11-18 | 1959-04-28 | Herbert B L Silverman | Railroad car |
US2904340A (en) * | 1957-05-13 | 1959-09-15 | Vulcan Trailers Mfg Co Inc | Trailer having removable support means |
US2940402A (en) * | 1953-10-23 | 1960-06-14 | Libbey Owens Ford Glass Co | Railroad cars for transporting sheets or plates |
US2996020A (en) * | 1959-10-02 | 1961-08-15 | Acf Ind Inc | Railway car |
US3009426A (en) * | 1957-11-12 | 1961-11-21 | Evans Prod Co | Railroad car |
US3028191A (en) * | 1961-04-03 | 1962-04-03 | Aluminum Body Corp | Structural member for vehicle frames |
US3078814A (en) * | 1960-06-15 | 1963-02-26 | Pullman Inc | Single beam railway car |
US3079874A (en) * | 1959-03-23 | 1963-03-05 | Libbey Owens Ford Glass Co | Equipment for transporting sheet materials |
US3159112A (en) * | 1963-01-24 | 1964-12-01 | Kenneth D Tomlinson | Freight car construction |
US3240168A (en) * | 1964-05-28 | 1966-03-15 | Acf Ind Inc | Railway car |
US3244120A (en) * | 1963-10-28 | 1966-04-05 | Taylor Frank | Centre beam railroad car |
US3285197A (en) * | 1963-12-05 | 1966-11-15 | Amsted Ind Inc | Resiliently mounted car truck bolster |
US3357371A (en) * | 1965-04-12 | 1967-12-12 | Pullman Inc | Container well car |
US3485184A (en) * | 1967-11-17 | 1969-12-23 | Pullman Inc | Railroad car and lading tiedown device therefor |
US3509829A (en) * | 1966-06-15 | 1970-05-05 | Sune Torsten Henriksson | Low-built railway carriage |
US3659724A (en) * | 1970-05-20 | 1972-05-02 | Pullman Inc | Railroad flat car |
US3675592A (en) * | 1970-08-20 | 1972-07-11 | Pullman Inc | Truss-type cargo carrying vehicle |
US3677193A (en) * | 1970-08-21 | 1972-07-18 | Pullman Inc | Railway car |
US3713400A (en) * | 1970-04-14 | 1973-01-30 | A Teoli | Railway car |
US3724394A (en) * | 1970-08-21 | 1973-04-03 | Pullman Inc | Railway car |
US3734031A (en) * | 1971-07-19 | 1973-05-22 | Thrall Car Mfg Co | Center beam railroad car |
US3751102A (en) * | 1971-12-02 | 1973-08-07 | J Stoneburner | Ingot carrying trailer |
US3774554A (en) * | 1971-12-13 | 1973-11-27 | Pullman Inc | Railway passenger vehicle underframe construction |
US3777671A (en) * | 1970-05-20 | 1973-12-11 | Pullman Inc | Railroad flat car |
US3779411A (en) * | 1972-12-11 | 1973-12-18 | J Moretti | Low bed trailer for heavy equipment |
USRE30368E (en) * | 1976-10-12 | 1980-08-12 | Wesley-Jessen Inc. | Gas-permeable lens |
US4784067A (en) * | 1985-11-27 | 1988-11-15 | Thrall Car Manufacturing Company | Lightweight center beam railroad car |
US4802420A (en) * | 1987-07-21 | 1989-02-07 | National Steel Car Limited | Centre beam railroad car |
US4805539A (en) * | 1987-05-07 | 1989-02-21 | Trinity Industries, Inc. | Well car end structure having frameless radial truck |
US4807722A (en) * | 1987-07-16 | 1989-02-28 | Thrall Car Manufacturing Company | Railroad car for container transport |
US4876968A (en) * | 1986-07-29 | 1989-10-31 | Thrall Car Manufacturing Company | Container carrying railroad car with improved support system |
US4889055A (en) * | 1986-07-29 | 1989-12-26 | Thrall Car Manufacturing Company | Railroad car for container transport |
US4901649A (en) * | 1988-12-01 | 1990-02-20 | Thrall Car Manufacturing Company | Span bolster assembly |
US4911082A (en) * | 1989-04-21 | 1990-03-27 | Thrall Car Manufacturing Company | Drop center gondola car |
US4944232A (en) * | 1989-04-25 | 1990-07-31 | Burlington Northern Railroad, A Wholly Owned Subsidiary Of Burlington Northern, Inc. | Dual-purpose depressed center railway flat car |
US4951575A (en) * | 1989-06-09 | 1990-08-28 | Dominguez Danilo A | Depressed center beam flat car |
US4966081A (en) * | 1989-04-07 | 1990-10-30 | Dominguez Danilo A | Articulated multi-unit hopper railway car |
US5024567A (en) * | 1989-10-17 | 1991-06-18 | Dominguez Danilo A | Center beam/center partition flat car and retention assembly |
US5088417A (en) * | 1990-08-16 | 1992-02-18 | Thrall Car Manufacturing Company | Light weight center beam railroad cars with pinned connections |
US5159882A (en) * | 1991-07-15 | 1992-11-03 | Acf Industries, Inc. | Railway car underbody structure and method |
US5259322A (en) * | 1989-04-07 | 1993-11-09 | Dominguez Danilo A | Five unit articulated covered hopper car |
US5271336A (en) * | 1991-11-15 | 1993-12-21 | B. C. Rail Ltd. | Railroad car with retractable cover having cable supported fueling tube for tarpaulin |
US5308675A (en) * | 1992-09-15 | 1994-05-03 | The United States Of America As Represented By The Secretary Of The Navy | Flexible high damping structure |
US5410970A (en) * | 1991-03-06 | 1995-05-02 | Union Camp Corp | Railcar adapted for hauling tree length timber and long logs |
US5417163A (en) * | 1991-05-15 | 1995-05-23 | Sambre Et Meuse (Societe Anonyme) | Railway bogie with frame having selective deformability |
US5520489A (en) * | 1994-04-08 | 1996-05-28 | National Steel Car Limited | Retractable guide assembly for changing the effective width of a railroad freight car container well |
US5578584A (en) * | 1993-03-24 | 1996-11-26 | Matsutani Chemical Industry Co., Ltd. | Feed containing galacto-oligosaccharides for domestic fowls |
US5582495A (en) * | 1995-03-10 | 1996-12-10 | Schroeder; Robert C. | Dunnage frame and lock assembly |
US5626083A (en) * | 1996-05-31 | 1997-05-06 | Gunderson, Inc. | Railroad car with lightweight center beam structure |
US5692792A (en) * | 1995-03-01 | 1997-12-02 | Geula Klar | Expandable storage system for a vehicle |
US5758584A (en) * | 1996-05-31 | 1998-06-02 | Gunderson, Inc. | Railroad car with lightweight center beam structure |
US5832839A (en) * | 1996-04-30 | 1998-11-10 | National Steel Car | Curved flange sidewall construction for railcar end structure |
US5878548A (en) * | 1997-07-31 | 1999-03-09 | Pennsy Corporation | Corner protector for protecting the top corners of stacks of lumber |
US5899646A (en) * | 1997-03-07 | 1999-05-04 | Portec Rail Products, Inc. | Securement of lumber or like products on centerbeam railcars using spooled webbing |
US5943963A (en) * | 1997-10-10 | 1999-08-31 | Ireco Incorporated | Combination lading tie-down strap and protective shield therefor |
US6050202A (en) * | 1998-07-22 | 2000-04-18 | Prince Corporation | Storage divider shelf |
US6183176B1 (en) * | 1998-11-13 | 2001-02-06 | Cryo-Trans, Inc. | Pallet racking system |
US6199486B1 (en) * | 1998-11-12 | 2001-03-13 | The Burlington Northern And Santa Fe Railway Company | Flatbed railcar with a center support partition |
US6237506B1 (en) * | 1999-12-08 | 2001-05-29 | National Steel Car Limited | Center beam car with deep upper beam structure |
US6273004B1 (en) * | 1999-06-01 | 2001-08-14 | Thrall Car Manufacturing Company | Motor-vehicle carrying railcar with improved sidewall structure |
US6283700B1 (en) * | 1999-06-22 | 2001-09-04 | Safety Solutions, Inc. | Apparatus and method for detaching cables from a center beam railcar |
US6338300B1 (en) * | 1998-09-02 | 2002-01-15 | Alstom France Sa | Bogie with composite side members |
US6431085B1 (en) * | 2000-12-20 | 2002-08-13 | Gunderson, Inc. | Center beam car with depressed cargo-carrying area |
US6470808B1 (en) * | 1999-08-09 | 2002-10-29 | Trn Business Trust | Center beam car with increased load capacity |
US6494146B1 (en) * | 1998-11-12 | 2002-12-17 | The Burlington Northern And Santa Fe Railway Company | Flatbed railcar with a center support partition |
US6523484B2 (en) * | 2000-12-20 | 2003-02-25 | Gunderson, Inc. | Center beam car with depressed cargo-carrying area |
US6679187B2 (en) * | 2001-01-09 | 2004-01-20 | Jac Patent Company | Slab and coil railcar |
US7025003B2 (en) * | 2003-05-09 | 2006-04-11 | National Steel Car Limited | Dropped deck center beam rail road car with shallow center sill |
-
2006
- 2006-02-07 US US11/349,047 patent/US20060243159A1/en not_active Abandoned
Patent Citations (88)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US190542A (en) * | 1877-05-08 | Improvement in tank and freight cars | ||
US401528A (en) * | 1889-04-16 | Railway-car | ||
US831648A (en) * | 1905-07-24 | 1906-09-25 | Pullman Co | Gondola car. |
US831654A (en) * | 1905-10-30 | 1906-09-25 | Pullman Co | Side construction for cars. |
US975861A (en) * | 1909-03-19 | 1910-11-15 | Patrick J Harrigan | Dump car and vehicle. |
US934578A (en) * | 1909-06-04 | 1909-09-21 | John G Stoller | Freight railway-car. |
US2061673A (en) * | 1933-09-11 | 1936-11-24 | Curtiss Aerocar Company Inc | Trailer vehicle |
US2167427A (en) * | 1937-10-19 | 1939-07-25 | John J Tatum | Open top car |
US2650856A (en) * | 1950-07-24 | 1953-09-01 | Coca Cola Bottling Works Co | Body for delivery trucks |
US2710221A (en) * | 1950-11-13 | 1955-06-07 | Frederick J Hinners | Truck body for carrying stacked cases |
US2724611A (en) * | 1953-05-11 | 1955-11-22 | Highway Trailers And Utilities | Load carrying vehicle body |
US2801597A (en) * | 1953-05-13 | 1957-08-06 | Acf Ind Inc | Underframe for railway cars |
US2803201A (en) * | 1953-06-03 | 1957-08-20 | Illinois Railway Equipment Co | Lading tie anchors |
US2940402A (en) * | 1953-10-23 | 1960-06-14 | Libbey Owens Ford Glass Co | Railroad cars for transporting sheets or plates |
US2759737A (en) * | 1953-12-29 | 1956-08-21 | Dave M Manning | Vertically adjustable truck trailer |
US2768004A (en) * | 1954-01-06 | 1956-10-23 | Carl Moritz | Load binder for vehicles |
US2839328A (en) * | 1954-08-25 | 1958-06-17 | Highway Trailers And Utillties | Load carrying vehicle body |
US2810602A (en) * | 1954-11-18 | 1957-10-22 | Leonard S Abrams | Vehicle body having longitudinally spaced fixed load supports |
US2883945A (en) * | 1954-11-18 | 1959-04-28 | Herbert B L Silverman | Railroad car |
US2904340A (en) * | 1957-05-13 | 1959-09-15 | Vulcan Trailers Mfg Co Inc | Trailer having removable support means |
US2851301A (en) * | 1957-10-09 | 1958-09-09 | Timmons Metal Products Co | Combination pallet rack and truck body |
US3009426A (en) * | 1957-11-12 | 1961-11-21 | Evans Prod Co | Railroad car |
US3079874A (en) * | 1959-03-23 | 1963-03-05 | Libbey Owens Ford Glass Co | Equipment for transporting sheet materials |
US2996020A (en) * | 1959-10-02 | 1961-08-15 | Acf Ind Inc | Railway car |
US3078814A (en) * | 1960-06-15 | 1963-02-26 | Pullman Inc | Single beam railway car |
US3028191A (en) * | 1961-04-03 | 1962-04-03 | Aluminum Body Corp | Structural member for vehicle frames |
US3159112A (en) * | 1963-01-24 | 1964-12-01 | Kenneth D Tomlinson | Freight car construction |
US3244120A (en) * | 1963-10-28 | 1966-04-05 | Taylor Frank | Centre beam railroad car |
US3285197A (en) * | 1963-12-05 | 1966-11-15 | Amsted Ind Inc | Resiliently mounted car truck bolster |
US3240168A (en) * | 1964-05-28 | 1966-03-15 | Acf Ind Inc | Railway car |
US3357371A (en) * | 1965-04-12 | 1967-12-12 | Pullman Inc | Container well car |
US3509829A (en) * | 1966-06-15 | 1970-05-05 | Sune Torsten Henriksson | Low-built railway carriage |
US3485184A (en) * | 1967-11-17 | 1969-12-23 | Pullman Inc | Railroad car and lading tiedown device therefor |
US3713400A (en) * | 1970-04-14 | 1973-01-30 | A Teoli | Railway car |
US3659724A (en) * | 1970-05-20 | 1972-05-02 | Pullman Inc | Railroad flat car |
US3777671A (en) * | 1970-05-20 | 1973-12-11 | Pullman Inc | Railroad flat car |
US3675592A (en) * | 1970-08-20 | 1972-07-11 | Pullman Inc | Truss-type cargo carrying vehicle |
US3677193A (en) * | 1970-08-21 | 1972-07-18 | Pullman Inc | Railway car |
US3724394A (en) * | 1970-08-21 | 1973-04-03 | Pullman Inc | Railway car |
US3734031A (en) * | 1971-07-19 | 1973-05-22 | Thrall Car Mfg Co | Center beam railroad car |
US3751102A (en) * | 1971-12-02 | 1973-08-07 | J Stoneburner | Ingot carrying trailer |
US3774554A (en) * | 1971-12-13 | 1973-11-27 | Pullman Inc | Railway passenger vehicle underframe construction |
US3779411A (en) * | 1972-12-11 | 1973-12-18 | J Moretti | Low bed trailer for heavy equipment |
USRE30368E (en) * | 1976-10-12 | 1980-08-12 | Wesley-Jessen Inc. | Gas-permeable lens |
US4784067A (en) * | 1985-11-27 | 1988-11-15 | Thrall Car Manufacturing Company | Lightweight center beam railroad car |
US4876968A (en) * | 1986-07-29 | 1989-10-31 | Thrall Car Manufacturing Company | Container carrying railroad car with improved support system |
US4889055A (en) * | 1986-07-29 | 1989-12-26 | Thrall Car Manufacturing Company | Railroad car for container transport |
US4805539A (en) * | 1987-05-07 | 1989-02-21 | Trinity Industries, Inc. | Well car end structure having frameless radial truck |
US4807722A (en) * | 1987-07-16 | 1989-02-28 | Thrall Car Manufacturing Company | Railroad car for container transport |
US4802420A (en) * | 1987-07-21 | 1989-02-07 | National Steel Car Limited | Centre beam railroad car |
US4901649A (en) * | 1988-12-01 | 1990-02-20 | Thrall Car Manufacturing Company | Span bolster assembly |
US5259322A (en) * | 1989-04-07 | 1993-11-09 | Dominguez Danilo A | Five unit articulated covered hopper car |
US4966081A (en) * | 1989-04-07 | 1990-10-30 | Dominguez Danilo A | Articulated multi-unit hopper railway car |
US4911082A (en) * | 1989-04-21 | 1990-03-27 | Thrall Car Manufacturing Company | Drop center gondola car |
US4944232A (en) * | 1989-04-25 | 1990-07-31 | Burlington Northern Railroad, A Wholly Owned Subsidiary Of Burlington Northern, Inc. | Dual-purpose depressed center railway flat car |
US4951575A (en) * | 1989-06-09 | 1990-08-28 | Dominguez Danilo A | Depressed center beam flat car |
US5024567A (en) * | 1989-10-17 | 1991-06-18 | Dominguez Danilo A | Center beam/center partition flat car and retention assembly |
US5088417A (en) * | 1990-08-16 | 1992-02-18 | Thrall Car Manufacturing Company | Light weight center beam railroad cars with pinned connections |
US5410970A (en) * | 1991-03-06 | 1995-05-02 | Union Camp Corp | Railcar adapted for hauling tree length timber and long logs |
US5417163A (en) * | 1991-05-15 | 1995-05-23 | Sambre Et Meuse (Societe Anonyme) | Railway bogie with frame having selective deformability |
US5159882A (en) * | 1991-07-15 | 1992-11-03 | Acf Industries, Inc. | Railway car underbody structure and method |
US5271336A (en) * | 1991-11-15 | 1993-12-21 | B. C. Rail Ltd. | Railroad car with retractable cover having cable supported fueling tube for tarpaulin |
US5308675A (en) * | 1992-09-15 | 1994-05-03 | The United States Of America As Represented By The Secretary Of The Navy | Flexible high damping structure |
US5578584A (en) * | 1993-03-24 | 1996-11-26 | Matsutani Chemical Industry Co., Ltd. | Feed containing galacto-oligosaccharides for domestic fowls |
US5520489A (en) * | 1994-04-08 | 1996-05-28 | National Steel Car Limited | Retractable guide assembly for changing the effective width of a railroad freight car container well |
US5692792A (en) * | 1995-03-01 | 1997-12-02 | Geula Klar | Expandable storage system for a vehicle |
US5582495A (en) * | 1995-03-10 | 1996-12-10 | Schroeder; Robert C. | Dunnage frame and lock assembly |
US5832839A (en) * | 1996-04-30 | 1998-11-10 | National Steel Car | Curved flange sidewall construction for railcar end structure |
US5758584A (en) * | 1996-05-31 | 1998-06-02 | Gunderson, Inc. | Railroad car with lightweight center beam structure |
US5626083A (en) * | 1996-05-31 | 1997-05-06 | Gunderson, Inc. | Railroad car with lightweight center beam structure |
US5899646A (en) * | 1997-03-07 | 1999-05-04 | Portec Rail Products, Inc. | Securement of lumber or like products on centerbeam railcars using spooled webbing |
US5878548A (en) * | 1997-07-31 | 1999-03-09 | Pennsy Corporation | Corner protector for protecting the top corners of stacks of lumber |
US5943963A (en) * | 1997-10-10 | 1999-08-31 | Ireco Incorporated | Combination lading tie-down strap and protective shield therefor |
US6050202A (en) * | 1998-07-22 | 2000-04-18 | Prince Corporation | Storage divider shelf |
US6338300B1 (en) * | 1998-09-02 | 2002-01-15 | Alstom France Sa | Bogie with composite side members |
US6494146B1 (en) * | 1998-11-12 | 2002-12-17 | The Burlington Northern And Santa Fe Railway Company | Flatbed railcar with a center support partition |
US6199486B1 (en) * | 1998-11-12 | 2001-03-13 | The Burlington Northern And Santa Fe Railway Company | Flatbed railcar with a center support partition |
US6183176B1 (en) * | 1998-11-13 | 2001-02-06 | Cryo-Trans, Inc. | Pallet racking system |
US6273004B1 (en) * | 1999-06-01 | 2001-08-14 | Thrall Car Manufacturing Company | Motor-vehicle carrying railcar with improved sidewall structure |
US6283700B1 (en) * | 1999-06-22 | 2001-09-04 | Safety Solutions, Inc. | Apparatus and method for detaching cables from a center beam railcar |
US6470808B1 (en) * | 1999-08-09 | 2002-10-29 | Trn Business Trust | Center beam car with increased load capacity |
US6237506B1 (en) * | 1999-12-08 | 2001-05-29 | National Steel Car Limited | Center beam car with deep upper beam structure |
US6709207B1 (en) * | 1999-12-08 | 2004-03-23 | National Steel Car Limited | Center beam car with deep upper beam structure |
US6431085B1 (en) * | 2000-12-20 | 2002-08-13 | Gunderson, Inc. | Center beam car with depressed cargo-carrying area |
US6523484B2 (en) * | 2000-12-20 | 2003-02-25 | Gunderson, Inc. | Center beam car with depressed cargo-carrying area |
US6647895B2 (en) * | 2000-12-20 | 2003-11-18 | Gunderson, Inc. | Center beam car with depressed cargo-carrying area |
US6679187B2 (en) * | 2001-01-09 | 2004-01-20 | Jac Patent Company | Slab and coil railcar |
US7025003B2 (en) * | 2003-05-09 | 2006-04-11 | National Steel Car Limited | Dropped deck center beam rail road car with shallow center sill |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20080295727A1 (en) * | 2007-05-31 | 2008-12-04 | Vande Sande Jerry W | Railcar Support Beam System and Method |
US8505260B1 (en) * | 2012-05-15 | 2013-08-13 | National Taiwan University Of Science And Technology | Laterally restrained joint structure |
US10315669B2 (en) | 2014-12-24 | 2019-06-11 | Timothy K. Searfoss | Railcar with cover |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7337727B2 (en) | Dropped deck center beam rail road car | |
USRE41261E1 (en) | Center beam car with deep upper beam structure | |
US7424854B2 (en) | Dropped deck center beam rail road car | |
USRE39777E1 (en) | Dropped deck center beam rail road car structure | |
US20050254916A1 (en) | Coil stop for rail road coil car | |
US6543368B1 (en) | Coil car structure | |
US6637990B2 (en) | Coil car with internal walkway | |
US6920829B2 (en) | Dropped deck center beam rail road car | |
US7025003B2 (en) | Dropped deck center beam rail road car with shallow center sill | |
US20060243159A1 (en) | Dropped deck center beam rail road car with shallow center sill | |
CA2288294C (en) | Center beam car with deep upper beam structure | |
CA2315312C (en) | Center beam car with deep upper beam structure | |
CA2503991A1 (en) | Dropped deck center beam rail road car | |
CA2249775C (en) | Coil car structure | |
CA2328659C (en) | Coil stop for rail road coil car | |
CA2328639C (en) | Coil car with internal walkway | |
CA2328640C (en) | Multiple trough coil car | |
US20020076290A1 (en) | Triple trough coil car with deep center sill |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |
|
AS | Assignment |
Owner name: THE BANK OF NOVA SCOTIA,CANADA Free format text: SECURITY AGREEMENT;ASSIGNOR:NATIONAL STEEL CAR LIMITED;REEL/FRAME:023750/0572 Effective date: 20100107 Owner name: THE BANK OF NOVA SCOTIA, CANADA Free format text: SECURITY AGREEMENT;ASSIGNOR:NATIONAL STEEL CAR LIMITED;REEL/FRAME:023750/0572 Effective date: 20100107 |
|
AS | Assignment |
Owner name: NSCL TRUST, BY ITS TRUSTEE 2327303 ONTARIO INC., C Free format text: SECURITY AGREEMENT;ASSIGNORS:THE BANK OF NOVA SCOTIA;EXPORT DEVELOPMENT CANADA;REEL/FRAME:029136/0917 Effective date: 20120913 |
|
AS | Assignment |
Owner name: GREYPOINT CAPITAL INC., CANADA Free format text: SECURITY INTEREST;ASSIGNOR:NATIONAL STEEL CAR LIMITED;REEL/FRAME:041356/0497 Effective date: 20170210 |
|
AS | Assignment |
Owner name: GREYPOINT CAPITAL INC., CANADA Free format text: LIEN;ASSIGNOR:NATIONAL STEEL CAR LIMITED;REEL/FRAME:041365/0001 Effective date: 20170210 |
|
AS | Assignment |
Owner name: NATIONAL STEEL CAR LIMITED, CANADA Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:NSCL TRUST, BY ITS TRUSTEE 2327303 ONTARIO INC.;REEL/FRAME:041570/0279 Effective date: 20170307 |