AU1883402A

AU1883402A - Modular container wagon

Info

Publication number: AU1883402A
Application number: AU18834/02A
Authority: AU
Inventors: Ronald Gibson
Original assignee: VALCHOY Pty Ltd
Current assignee: K A Jones Fabrications Pty Ltd
Priority date: 1997-11-06
Filing date: 2002-02-28
Publication date: 2002-04-18
Anticipated expiration: 2018-11-06
Also published as: AU758350B2

Description

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AUSTRALIA

PATENTS ACT 1990 COMPLETE SPECIFICATION FOR A STANDARD PATENT

ORIGINAL

Name of Applicant: Valchoy Pty Ltd Actual Inventor: Ronald Gibson Address for Service: Baldwin Shelston Waters MARGARET STREET SYDNEY NSW 2000 CCN: 3710000352 Invention Title: 'MODULAR CONTAINER WAGON' Details of Original Application No. 91376/98 dated 06 Nov 1998 The following statement is a full description of this invention, including the best method of performing it known to me/us:- File: 34752AUP00 The present invention relates to container wagons of the type adapted for connection to a prime mover, to haul freight. The invention has been developed primarily for use in the transportation of bulk materials by rail and will be described hereinafter with reference to this application It is well known to transport bulk materials or freight by rail. Typically, a freight train would comprise up to sixty or seventy freight wagons hauled by one or more .locomotives. In the past, it has been common practice to use dedicated container wagons exclusively for particular types of freight. For example, special purpose coal wagons would be used exclusively for coal. Similarly, special purpose grain wagons having bottom discharge hoppers would be used exclusively for grain. Other dedicated wagon types are designed specifically for use in the transportation of fuel oils, iron ore, and the like.

A major problem with dedicated freight wagons of this type arises by virtue of the fact that in many cases, particularly in the agricultural industries, the freight is seasonal.

Consequently, the dedicated wagons may be used intensively for three to four months and then remain idle for the rest of the year. This means that large numbers of wagons must be stored off-line for prolonged periods which is, in itself, is a costly and logistically difficult exercise. Moreover, the substantial down time for each wagon is reflected in relatively higher rental or lease costs in the active periods.

A secondary disadvantage with the current system of dedicated freight wagons is that they are normally empty during each return trip. Consequently, even during an active period, each wagon is likely to be unproductive for at least 50% of the time.

A further disadvantage with known freight wagons is that the pay load capacity of each car is typically about 60 tonnes, whereas modern tracks can support wagons weighing -3up to around 100 tonnes. Consequently, fully laden wagons of conventional design are typically using less than around one quarter of the potential load carrying capacity of the track.

It is an object of the present invention to overcome or substantially ameliorate at least some of these disadvantages of the prior art.

Accordingly, in a first aspect, the invention provides a wagon for transporting freight by rail, the wagon including spaced apart bogies adapted to run on a track, a structural subframe mounted to the bogies to define a main deck, and connection means to permit releasable attachment of one or more modular primary freight containers to the main eeeee deck.

In the preferred embodiment, the subframe comprises two substantially parallel S spaced apart side rails and a plurality of transversely extending bottom rails disposed beneath the side rails. The side rails and bottom rails preferably thereby define a central cavity below the level of the main deck. In this way, the subframe is preferably also 15 adapted releasably to support a secondary freight container within the central cavity.

S• Preferably, the secondary container comprises a removable "belly tank" for liquids such as fuel or oil. Preferably, the upper surface of the belly tank in the stored position is substantially flush or disposed marginally below the level of the main deck, as defined predominantly by the upper surfaces of the side rails of the subframe.

Preferably, the modular containers are selected from a range of general purpose containers such as a single 40' ISO container, 2 x 20' ISO containers stacked end to end, 4 x 20' half-rack containers stacked end to end and one above the other, or 2 x 40' half-rack containers stacked one above the other. Special purpose modular containers are preferably also provided, including 31,000 litre ISO fuel containers and similarly sized LPG tanks.

-4- Preferably, by omitting the belly tank, the central cavity can alternatively be used to accommodate one or more bottom discharge chutes from a container in the form of a hopper. In this way, modular grain hoppers, cement hoppers, coal hoppers and the like can optionally be accommodated with the discharge chutes extending between the bottom rails.

A modular rotary tip container suitable for iron ore is also preferably provided.

In the preferred embodiment, the connection means include twist locks of a standard type adapted to engage complementary comer lock formations on standard ISO S. containers. The twist locks are preferably positioned such that the wagon may accommodate 2 x 20' ISO containers end to end, a single centrally positioned 30' ISO o ooi container, or a single 40' ISO container.

At least some of the modular containers are preferably configured to facilitate nestable stacking with like containers to facilitate off-rail storage when not in use.

Preferred embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings in which:- 15s Figure 1 is a diagrammatic cross sectional side elevation showing a container S"wagon with a secondary storage container in the form of a removable belly tank, according to the invention; Figure 2 is a plan view of the wagon shown in Figure 1 with the belly tank removed; Figure 3 is an underside view of the wagon, with belly tank removed; Figure 4 is a plan view of the belly tank; Figure 5 is a diagrammatic cross sectional side elevation showing the wagon supporting a 40' ISO container in combination with the secondary belly tank; Figure 6 is a diagrammatic cross sectional side elevation showing the wagon supporting 2 x 20' ISO containers; Figure 7 is a diagrammatic side elevation showing the wagon supporting a fuel container in conjunction with the secondary belly tank; Figure 8 is a diagrammatic side elevation showing the wagon supporting 2 x half-rack containers; Figure 9 is a diagrammatic side elevation showing the wagon supporting a single ISO container and 2 x 20' half-rack containers in conjunction with the secondary belly tank; S0. Figure 10 is a diagrammatic side elevation of the wagon supporting a bottom dump 0 cement hopper with the belly tank removed; Figure 11 is a diagrammatic side elevation showing the wagon supporting a bottom dump wheat hopper, with the belly tank removed; Figure 12 is a diagrammatic side elevation showing the wagon supporting a bottom dump coal hopper, with the belly tank removed; Figure 13 is a diagrammatic side elevation showing the wagon supporting a rotary *15 tip container for iron ore; oo Figure 14 is a diagrammatic side elevation showing the wagon supporting an empty rotary tip ore container of the type shown in Figure 13, and a loaded 20' ISO container supported within the ore container in a return loading configuration; Figure 15 is a diagrammatic side elevation of the wagon supporting a liquid container in conjunction with the secondary belly tank; Figure 16 is a diagrammatic side elevation showing the wagon supporting a loaded ISO container and an empty 20' ISO container, one above the other, in a return loading configuration; -6- Figure 17 is a diagrammatic side elevation of the wagon supporting a loaded ISO container and an empty 40' ISO container in an alternative return loading configuration; Figure 18 is a diagrammatic side elevation of the wagon supporting a fuel tank in conjunction with the secondary belly tank; and Figure 19 is a series of diagrammatic cross sectional end views showing off-rail nestable stacking configurations for various modular containers.

0 :0 Referring firstly to Figures 1 to 4, the invention provides a wagon 1 for transporting freight by rail. The wagon includes a pair of spaced apart bogies 2 adapted to run on a oooo, railway track (not shown). A structural subframe 3 is mounted to the bogies to define a main deck area 4. As best seen in Figures 2 and 3, the subframe comprises a pair of substantially parallel spaced apart side rails 10, each fabricated as a steel truss structure and reinforced by side plates (not shown) welded along the length of the truss. The side rails are joined by a plurality of transversely extending bottom rails 11.

is The main deck 4 of the wagon includes connection means in the form of twist lock connectors 12 of a standard type adapted to engage complementary corner lock formations on standard ISO containers. Such twist lock connectors are well known and understood by those skilled in the art, and are used to enable the releasable attachment of one or more selected modular primary freight containers to the main deck, as described more fully below.

The subframe is adapted releasably to support a secondary freight container within a central cavity 15 disposed above the bottom rails 11, between the side rails 10, and below the main deck. The subframe is thereby adapted releasably to support a secondary freight container 16 within the cavity. The secondary freight container ideally takes the form of a removable belly tank for liquids such as crude oil, diesel fuel or the like. The belly tank is -7shown in plan view in Figure 4 and is preferably configured such that the upper surface of the belly tank is substantially flush or disposed marginally below the level of the main deck as defined predominantly by the upper surfaces of the side rails of the subframe.

The primary modular freight containers for the wagon are selected from a range of general purpose containers such as 40' ISO containers, 20' ISO containers, 20' or 40' halfrack containers, dual containers, LPG tanks, grain hoppers, coal hoppers, rotary tip iron ore containers, and the like. By way of example, Figure 5 shows the wagon supporting a i ISO container 17 in combination with the secondary belly tank 16. Figure 6 shows a *go.

variation on this arrangement, whereby 2 x 20' ISO containers 18 are disposed in end to end relationship, in place of the single 40' container 17.

Figure 7 shows the freight wagon supporting a 31,000 litre ISO fuel container 19 in conjunction with the secondary belly tank 16.

Figure 8 shows a further variation wherein the wagon supports 2 x 40' half-rack oo containers 20, positioned one above the other. Figure 9 shows a variation of this arrangement wherein the wagon supports a single 20' ISO container 18 and 2 x 20' halfrack containers 21 stacked one above the other, in conjunction with a secondary belly tank 16.

In the embodiment of Figure 10, the wagon is shown supporting a 40 tonne bottom dump cement hopper 24. It will be appreciated that in this configuration, the belly tank is not used, so that the discharge outlet 25 can extend downwardly through the central cavity to facilitate bottom discharge. As with the other modular freight containers, the cement hopper incorporates twist lock fittings engageable with the complementary formations 12 in the upper surface of the main deck.

Figure 11 shows a variation on the embodiment of Figure 10, wherein the modular freight container comprises a 50 tonne bottom dump wheat hopper 26 with dual bottom -8discharge outlets 25 extending through the central cavity 15, again with the belly tank removed.

Figure 12 shows a further modular freight container in the form of a 60 tonne bottom dump coal hopper 27, again with the belly tank removed to enable the triple bottom discharge outlets 25 to extend through the central cavity 15 of the wagon.

Figure 13 shows a further variation wherein the wagon supports a 64 tonne rotary tip container 28 for iron ore. In this case, the entire wagon is adapted to be elevated and inverted to discharge the ore, by special purpose lifting equipment.

Figure 14 shows an alternative stacking arrangement for the iron ore container 28 of Figure 13, suitable for use on a return trip. Thus, it will be appreciated that with the rotary tip container empty, it can be used to accommodate an additional 20' ISO container 18, which may either be empty or full. This is an example of a number of configurations which, unlike the prior art, enable the wagon to be usefully employed on the return run.

Figure 15 shows the wagon supporting a 20' ISO liquid container 29, in 15 conjunction with a secondary belly tank 16.

o• Figure 16 shows a further variation wherein a full 20' ISO container 18 is stored partially within the central cavity 15, and a secondary empty 20' ISO container 18 is stacked above the first container, in another possible return loading configuration. In this configuration, it will be appreciated that the placement of the full container within the central cavity significantly lowers the centre of gravity and thereby improves overall stability. Otherwise, it may not be safe to stack the 20' containers one above the other in the arrangement as shown. Figure 17 shows a variation on this arrangement wherein an empty 40' ISO container 17 is stacked above the 20' container 18. In this case, the ends of the 40' container are braced by removable supports -9- Figure 18 shows yet another possible modular container in the form of a 35,000 litre fuel tank 31 carried in conjunction with a belly tank 16.

Figure 19 is a series of diagrammatical cross sectional end views showing how the various modular containers may be nestably stacked off-rail, to facilitate storage in a compact configuration when not in use.

It will be appreciated from the above examples that the basic freight wagon, by •virtue of its unique construction, may be used to transport any one of a large number of S appropriately configured modular containers, according to the particular type of freight. In this way, the use of the wagon is not restricted to specific times of the year when particular types of goods may be in season. Also, by making use of the additional storage capacity in the removable belly tank, the wagon makes use of more of the load capacity of modern railway tracks. The belly tank also allows for the transportation of a significant amount of _....•freight, typically 10,000 litres of fuel, oil or other liquid, on the return journey. By way of illustration, two wagons, each with a belly tank loaded with 10,000 litres, would equate in o *15 load carrying capacity to a normal road tanker. Accordingly, a typical train containing

S.

owagons could haul the equivalent of 35 road tankers full of fuel oil on the return journey in which the wagons would otherwise be empty. A further benefit of the wagon according to the present invention is that it has been designed with no substantial overhanging sections or protrusions beyond the ends of the containers. Consequently, for a given normal length of train, six to seven extra wagons can be hauled. A secondary benefit of the belly tank is that it lowers the overall centre of gravity of the loaded wagon which adds stability and thereby allows greater load carrying capacity in the main containers. This is especially significant with narrow gauge tracks. In all these respects, the invention represents a practical and commercially significant improvement over the prior art.

10 Although the invention has been described with reference to specific examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms.

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Claims

1. A wagon for transporting freight by rail, said wagon including spaced apart bogies adapted to run on a track, a structural subframe mounted to the bogies to define a main deck, and connection means to permit releasable attachment of one or more modular primary freight containers to the main deck.

2. A wagon according to claim 1, wherein the subframe includes two substantially •parallel spaced apart side rails and a plurality of transversely extending bottom rails S disposed beneath said side rails to define a central cavity below the level of the main deck.

3. A wagon according to claim 2, wherein the subframe is adapted to support a ooooo secondary freight container accommodated at least partially within said central cavity.

4. A wagon according to claim 3, wherein the secondary freight container is a removable tank for liquids such as fuel or oil.

A wagon according to claim 4, wherein the upper surface of said tank in the stored position is substantially flush with or disposed marginally below the level of the main deck.

6. A wagon according to claim 4, wherein the secondary container is a standard S-container.

7. A wagon according to any one of the preceding claims, wherein said one or more modular primary containers are selected from a range of possible combinations of primary freight containers.

8. A wagon according to any one of the preceding claims, wherein said range of possible combinations of containers includes: a single 40' ISO container; 2 x 20' ISO containers stacked end to end; 4 x 20' half-rack containers stacked end to end and one above the other; 2 x 40' half-rack containers stacked one above the other; a 31,000 litre ISO fuel container; a 31,000 litre LPG tank; and a hopper. -12-

9. A wagon according to any one of the preceding claims, wherein said central cavity is adapted to accommodate one or more bottom discharge chutes from one or more primary freight containers in the form of hoppers.

A wagon according to claim 9, wherein the central cavity is adapted to accommodate one or more bottom discharge chutes extending downwardly from a modular grain, cement, or coal hopper.

11. A wagon according to any one of claims 1 to 3, wherein the primary freight *container includes a modular rotary tipping container suitable for iron ore.

12. A wagon according to any one of the preceding claims, wherein the connection means include twist locks adapted to engage complementary corner lock formations on the primary freight containers.

13. A wagon according to claim 12, wherein the twist locks are positioned such that the wagon may accommodate 2 x 20' ISO containers end to end, a single centrally positioned 30' ISO container, or a single 40' ISO container. o. 15

14. A wagon according to any one of the preceding claims, wherein said modular *o S• containers have complementary engagement formations configured to facilitate stacking with like containers.

A wagon according to any one of the previous claims, wherein no substantial overhanging sections or protrusions in use extend significantly beyond the ends of a standard 40' container.

16. A wagon according to any one of the previous claims, wherein said wagon includes a relatively low centre of gravity when loaded.

17. A wagon in conjunction with any combination of primary or secondary freight containers, as defined in any one of the preceding claims. 13

18. A wagon substantially as herein described with reference to any one of the embodiments of the invention shown in the accompanying drawings. DATED this 2 8 th Day of February, 2002 VALCHOY PTY LTD Attorney: STUART M. SMITH Fellow Institute of Patent Attorneys of Australia of BALD WIN SHELSTON WATERS