CA2328648A1 - Insulated triple trough coil car - Google Patents

Abstract

A coil car has three parallel, longitudinally extending troughs - a centr al trough lying between two laterally outboard outer troughs. Each trough is shaped to cradle steel coils, or other similar loads, between its inwardly and downwardly sloping shoulder plates. The shoulder plates ara lined with cushioning to buffer coils during loading or travel. The troughs are lined to permit warm coils to be carried. The car has coil stops to discourage longitudinal shifting of loaded coils. The coil stops have rollers to facilitate repositioning during loading, and a mid-spa n step and hand grabs to facilitate climbing over the coil stop by personnel walking along the trough structure.

Description

- ~ CA 02328648 2000-12-15 _~EC. 15. 2000 5:26PM N0, 7009 P. 5 ~NSU TED TRIPLE TROUGI~ COIL CAR
FITLD O ~ IN ELATION
This invention relates to impmvements in the structure of railway cars having multiple troughs for carrying metal coils, commonly referred to as coil cars, and more particularly to coil cars having insulation to permit the carriage of warm coils.
HAC ~ GROUND OF~'~ INVENTION
Railroad coil cars are used to transport coiled materials, most typically coils of steel sheet. Coils can be carried with their coiling axes of rotation (that is, the axes of rotation about which the coils are wound) oriented longitudinally, that is, parallel to the rolling direction of the car. Th~ coils are generally carried in a trough, or troughs, mounted on a railcar underframe. The troughs are generally V-shaped and have inwardly iziclined surfaces that support the coil. The tmughs are typically lined with wood decking to provide cushioning for the coils. When a coil sits in a trough, the circumference of the coil is tangent to the V at two paints such that the coil is prevented from rolling.
A coil car may have single, double or triple longitudinally extending troughs.
?he use of multiple troughs allows any single car to carry either a load of large coils in the center trough or a load of relatively smaller diameter coils, or coils of various diameters such that lading more closely approaches maximum car capacity during a higher percentage of car operation. Additionally, some toll cars have been provided with trough assemblies that car, be shifted to permit conversion between different trough modes. Az~ example of a coil car that can be converted from a singlo to a double trough mode can be Found in U.S. Fat. No. 3,291,072, issued to Cunningham on pee. 13, 1966. Similarly, conversion of a coil car from a single or triple trough arrangement to a double trough mode is shown in U.S. Pat. No. 4,451,188, issued to Smith et al., on May 29, 1984. The general object is to provide versatility such that overall oar utilisation is improved. Hence, the car is more economically attractive.
Historically, coil cars have been constructed on a flat car underframe having a through-comer-sill, that is, a main center sill that runs from one end of the rail car to 208348x3.2 '~'~- -DEC, 15. 2000 fi:26PM N0. 7009 P. fi _z_ the other. In this type of car the center sill serves as the main structural member of the car and functions as the primary load path of the car both for longitudinal buff and draft loads from coupler to coupler, and for carrying the vertical load bending moment between the trucks. 'The trough structure, or bunk, is mounted on the flat car dock. In such a car the cross bearers carry loads into the main center aitl. The side sills tend to be relatively small, and serve to tie the outboard ends of the cross bearers together.
Conventionally, the center sill is box-shaped in cross-section. That is, it is rectangular and has a constant depth of section. The top and bottom flanges of the main center sill tend to ~ very heavy in such cars, since they arc relied upon tb carry the vertical bending load.
Alternatively, another way to construct a coil car having a triple trough arrangement employs a central bough supported by a main center sill ~d an array of laterally extending cross beaxers and cross-ties that are angled upward and outward in 1 S a V-shape. At their distal end the cross bearers and cross-ties meet, and arc tied together by, relatively small side sills in a manner ~anerally similar to a flat car. A
central trough extends longitudinally above the center sill with aide troughs lying outboarsi of the central trough. The side troughs are formed using slanted deoking and are mounted above the cross bearers at about the same height as the central trough relative to top of rail. In this arrangement the center sill is still relied upon to carry the great majority of the bending load.
Coil cars can also be fabricated as integrated structures. Qne way to do this is to employ a deep center sill, elevated side sills, and substantial arose bearers mounted in a V between the center sill and substantial, load bearing side sills. The czoss beard and trough sheets carry shear between the side sills and the center silk. In this way the structural skeleton of the car acts in the manner of a deep V-shaped channel with flanges at each toe, namely the side sills, arid at the point of tl~e V, namely the center sih. In this arrangement, under vextical bending loads, tht side sills are in compression, and the main sill is in tension.
In the oases of either a V-shaped integrated structure, or even a traditional flat car based structure, it may be beneficial to employ a "fish belly" center sill. A fish belly center sill is a center sill that is relatively shallow over the trucks, and has a much deeper central portions in the longitudinal span between the trucks. It is advantageous to have a deeper section at mid-span where the banding moment due to vertical loads may tend to be greatest.
'=Q~34843.2 -..- CA 02328648 2000-12-15 ~---~-~~--~-DEC. 15. 2000~~~ 5.27PM~ N0. 7009 P, 7 Another way to achieve a greater depth of effective section ire an integrated structure, so that a higher sectional second moment of area is obtained, is to employ deep aide sills, in a mamner akin tv a well car. The deep aide sills act as longitudinal beams. A longitudinal cradle, namely the trough structure, is hung between the side sills, In this kind of car, the main longitudinal structural members are the aids sills which carry the great majority of the bending load. The cradle itself may have a center sill to tie the crass bearers together at mid-span between the side sills. A center sill of modest proportions is suf~ciont for this purpose. The side sills carry the load back to main bolsters, and then into the draft gear mounted longitudinally outboard of each truck.
Where deep aide sills arc used, the minimum height of the bottom chord of the side sill is determined by the undarframe portion of the design envelops prescribed by the AAR, such as for AAR plate B, plate C, or such other plate as may be applicable.
At lower heights, the allowable width of the car diminishes, sa the overall width of the car measured over the side sill bottom chords needs to be relatively narrow as sectional depth increases. Conversely, to accommodate the largest possible load width, it may tend to be desirable for the tap chords of the sidd sills to be spread as far as possible within the allowable car width of 10' - 8". Thus it may be beneficial to locate the bottom chord closer to the car centerline than the top chord.
It may be desirable to be able to carry atcc! coils in a aide-by-silo arrangement. If three troughs are provided, it is advantageous for the center trough to be earned at a different height, relative to top of rail (TOR), than the outboard, 4r side, troughs. This may be beneficial for at least several reasons.
First, the total width of lading that can be carried by a coil car at one time is limited by the allowable car width envelope. If three identically sized coils are mounted such that the axes of the coils are carried at the same height relative to tap of rail, then the sum of the diameters of the coils, plus tees necessary clearance between coils, is limited by the maximum allowable coil oar lading width. However, if the coiling axis of rotation of one coil is higher than an adjacent coil o~ equal ax lesser diameter, then it may be possible to carry the coils in a partially encroaching, or overlapping, arrangement. That is, a greater sum of diameters may be accommodated than would otherwise be possible within the nominal maximum loading width. As a zoa34843.Z

DEC, 15. 2000 5:27PM N0, 7009 P, 8 result, lading can include a combination of larger coils than might otherwise be possible, thus tending to improve car capacity utilisation.
Second, it is desirable that the point of maximum width of the load be carried at a height that is greater than the height of the uppermost extremity of the top chord members of the side sills. Once again, the advantage of this is that, generaDy, this will allow the vertical projection of the outboard coil to encroach more closely to the inner edge of the top chord, axed so permit a larger Boil to be carried in the outboard trough. This condition tray ho reached when the car is carrying two coils in excess of 40 inches in diameter side by side, with the central trough either empty, or carrying a relatively small coil, such as a coil of rather less than 30 inches in diameter. Since the second moment of axes of the primary load bearing structure varies strongly with the depth of section, it ie hotter for the aide sill top chord to be carried at a relatively high level. Since the height of the top chord is related t0 the height of the outboard trough, an increase in elevation of the outboard trough by even a few inches is advantageous.
Third, in terms of car versatility, it is advantageous to bC able to carry a variety of loads, whether a single very large coil in the central trough, two medium sized coils side-by-side in the outside troughs, or three somewhat smaller coils in each of three troughs. In general, the larger the central trough, the smaller the outboard troughs. If the outboard troughs are raised relative t8 the central trough, the overall trough capacity, and hence car versatility, will be increased. That is, a car with a central trough capable of accommodating a 74 inch coil, tnay only be able to accommodate 36 iztch coils in the outboard troughs when the central trough is empty if the troughs are all carried at the same height. Hdwcver, if the outboard troughs are carried at a higher level, thcrt it may be possible to carry outboard coils of greater diameter, such as ~44 or 48 inches, when the central trough is empty.
Reference is made herein to troughs being catxied at the same, or different, heights relative to top of rail, commonly on an assumption of troughs of generally similar geometry. For the purposes of this description, each of the troughs has planar slopod side sheets. The planes of the opposed side sheets meet at some line of intersection parallel to the longitudinal center line of the car, the line of intersection lying at some height below the flat bottom of the valley of the trough. In structural terms, the difference in the height at which one trough is carried relative to another trough. can be taken by comparison of the heights of the flat bottoms of the valley, 20574843.2 w... CA 02328648 2000-12-15 ~DEC.15.2000 5;27PM N0.7009 P. 9 -s-since the bottom height may toad to be defined by the upper flange of a longitudinally extending structural member.
Reference can also be made to the height at which the centerlines of coils of the same size would lie for the various troughs. This is not a function of the height of the bottom of the valley, but rather of the height of the line of intersection of the planes of the slope sheets (assuming than to be planar), and the angle of the slope sheets. Once the angle of slope has been chosen, the difference in height of the flat bottom of the valley relative to the line of intersection of the planes is determined by the minimum diameter of coil to be carried, which will, with allowance for clearance, ~x the width of the flat bottom. For troughs having the same angle of slope and tho same bottom height, a narrow bottom will force a coil to be carried relatively higher than a wide bottom. Similarly, for bottoms of the same height and width, a steep slope will force a coil to be carried higher than a shallow slope.
The slope of the trough is an important design parameter. Whether for single or multiple trough cars, it is generally desirable that a coil not be able to escape from the trough during cornering. One standard is that a coil should not escape under a 0.45 g lateral load as a condition for general interchange service. This implies a trough slope of about 24.2 degrees measured from the horizontal. At least one rail road company has indicated that a slope of 23 degrees is acceptable for its purposes.
It is also desirable for the troughs to have some allowance for lateral tilting or swaying of the cars during lateral loading, such as 2 or 3 degrees. This implies a desirable trough angle of about 27 degrees, (namely, 24 plus 3). Trough width is a function of the chord length between the points of tangency of the largest coil to be carried to the opposed trough sheets. Consequently, as the trough slope angle decreases, the trough width decreases. Similarly, as slope angle increases, the trough becomes wider, 1~Iowevcr, as noted above, the sum of the widths of the troughs is limited by the plate B envelope, less the widths of the side sills and a clearance dimension between the side sills and the coils, and bttwecn adjacent coils.
For trough width maximisation, it is advantageous for the side sills to be carried close to the design envelope lateral boundaries. For interchangeable service, the lateral boundaries are defined by AAR plate H, with a width of 128 inches.
In the past, soil cars have carried walkvaays outboard of the side sills of the trough cradles.
It is advantageous not to have walkways that would extend beyond the plate H
limit.
Ono inventor has suggested using folding walkways that can be moved to a retracted wa~as4s.z DEC. 15, 2000 5:2BPM Na, 70D9 P, 10 position within the side sine. It would be advantageous to employ fixed walkways that do not require moving mechanisms.
Another rail road requirement has barn for a restraining device, called a coil stop, to prevent longitudinal displacement of the coils during operation.
Typically, a coil stop is a transversely oriented beam, or movable bulkhead, located in position across the tmugh after a coil has barn loaded. The coil stop extends between the side sills and can be moved to a location near to a seated coil. The coil stop is then rcleasably, or rcmovably anchored, typically with pins that locate iu perforated strips mounted to the side sills. Shims are then inserted between the coil stop and the coil to give a snug fit. Ona design criterion suggests that the restraining device bear upon the coil at a height that is at least as high as the horizontal chord that subtends an arc of 108 degrees of the largest coil the trough is capable of carrying.
It is possible to else a coil stop bar retaining strip that extending laterally inboard of the side sill. However, it is generally desirable to trim the coil stop engagement strip back to increase the capacity of the outboard troughs. To this and, alternative embodiments of coil stop are described. In one embodiment, a horizontal pin is used to engage a strip mounted to a side web of the top chord of the side sill. In another embodiment vertical pins of the coil stop engage perforations in a horizontal strip placed within the vertical profile of the top chord.
Since coil stops are relatively heavy, it would be advantageous to provide a coil stop that is designed to be moved more easily from place to place along the troughs of the oar. It would be advantageous to employ rollers, or a slider, for this purpose. Ease of adjustment can also be enhanced by reducing the weight of the coil stop, such as by removing material from the horizontal coil stop web.
When outboard troughs are used, as in a triple trough arrangement, it is advantageous for a longitudinal stringer to tie adjacent cross bearers together along the spine, or groin, of the outboard troughs. Where the cross bearer has a web and an upper flange defiaing the slope of the trough shoots, the stringer, such as a hollow suction, can be located in a relief formed in the cross bearer web. The bottom of the trough so formed may also provide a walkway apace. When the bottom of the bough is used as a walkway, it may be advantageous for the coil stop to be provided with climbing means, such as a stop, or stile, and hand grabs.
Zp8~4$43.2 CA 02328648 2000-i2-is Nd,~009 P, 11 DEC. 15, 2000 5:28PM
In some instances it may be desired to carry coils that are hotter than room temperature. A coil of steel can be formed by reeling hot rolled sheet. The coil may leave the rolling mill at a very high temperature at which the steal is still glowing, and rnay have to be a~lrd for a significant period of time to reach temperatures at which it cars be handl«i for railway transport purposes. A heavy coil can require a several hours of cooling before it falls to a temlxrature of S00 - 600 F and can be moved, and may take longer still to reach a temperature below 150 F. Depending on the length and nature of the journey, it may be desirable to be able to move a coil while it is still relatively warm. That is, rather than sitting as inventory at the rolling mill, some of the cooling time can include time spent in transit to the next processing operation. It may be that the coils can be loaded in coil cars and shunted at the mill to a location that will not impede further coil production, and then left to sit until fully cooled to a desired temperature.
Alternatively, far short journeys and subsequent operations that require re-heating of the coil, there may be an energy saving by deliverizrg the coil in a warm condition, rather than cooled to ambient temperatures.
As the coils cool, they will develop a temperature gradient, being relatively cooler on the outer circumference of the coil, and relatively warmer on tho inner circumference surface at the internal bore of the coil (i.e., at the donut-hole surface).
Warm in this context is still quite hot as compared to ambient temperatures, and tray entail an internal bare surface temperature of the order of 504 or 600 F. It is possible that more severe temperatures may be encountered in service.
Carriage of hot rolls, i.e., hot coils, rewires as suitable car. First, the car must be able to aecomnaodate a warm coil, and second, the presence of a warm coil, or coils, in the car should tend not to impair car operation. For example, brake fittings or hydraulic $ttings should sot tend to be unduly adversely affected. It is also undesirable for portions of the railcar body to become unduly hot to touch. In general then, it is desirable to discourage heat transfer from the coils into the body of the railcar.
Given that the principle path for heat transfer by conductlan into the structure of the rail car body is through the points of contact, namely the points of tangotacy of the coils with the trough slope ahc~, one way to deter heat loss through the car structure is to insulate the slope sheets. While the wood planking used as cushioning provides some insulation value, it has tlao disadvantage of being flammable at temperatures that arc too low to provide a fully satisfactory operating range. Further, if the slope sheets of the trough are to be insulated, then the manner of insulation must be such as to permit the a0ED4~43.1 DEC, 15, 2000 5:29PM N0, 7009 P, 12 _g_ heavy weight of the steel coils to continue to be supported. To this end, insulating material, such as a thermally insulating ceramic or ceramic-like material can be placed over the oaken baulks that customarily provide a cushioning in the trough for the coils.
A ceramic, or ceramic like material, may tend to have suitable thermal insulation properties and a relatively high crush strength suitable for supporting the weight of a coil. Ceramics, or ceramic-like materials, may not tend to perform well if subject to abuse or accidental damage from impact loads. A steel load spreader plate, or liner, can be placed over the insulati4n material to spread the load and to induce the testdeney of the coils to crack or crush a ceramic or ceramic-like thennal insulation substrate, given the relatively high local stress concentration that would otherwise be observed at the points of tangent contact of the coil with the slope shoats of the trough, and liven the possibility of accidental damage during coil handling operations.
Further, the present inventors have observed that, in addition to heat loss through the floor of the trough, there is significant heating of the end bulkheads.
When large warm, or hot, coils are placed over the trucks, they tend to be placed in a position abutting the end bulkheads, such that the end bulkheads perform the function of fixed position coil stops. As such, the heat transfer from the coils to the end bulkheads can be quite high. For example, in one test of a single trough coil car the external end bulkhead temperature was observed to be in excess of 200 F when a steal coil at over 500 >~ was placed against the inside face of the bulkhead. It would be desirable to have a lower external surface temperature.
Furthermore, both the end bulkheads and the coil stops provided to discourage longitudinal ssrotion of the coils once loaded, are customarily provided with pads suitable for snug placement against the end face of the coil. Recently these pads have been made of plastic materials, such as high density nylon. When hot coils are used, it is desirable that materials that melt, char or burn relatively easily, be supplanted by more fire resistant materials. More generally, the aides of the coil stop and the faces of the end bulkheads are moat advantageously suited to high temperature operation (i.e., to about 600 F, if not more).
'The inventors have also noted that when an insulated floor is used, it is possible to dispense with the wooden baulks, or planks previously used. That is, rather than resting upon the wooden members, the thermally insulating ceramic or ceramic-like material arc permitted to lie directly on the deck plates. Should an excessively hot coil be placed in the trough, such that the temperature are the underside of the insulating 20B34E43.2 DEC, 15, 2000 5:29PM
material should approach, or reach, the combustion temperature of the wood, the removal of wood Pram underneath the insulating panel removes an element that might otherqvise char or burn.
SPRY OF TH» INVENTION
In an aspect of the invention there is a railroad coil car having a length and a width. The coil car has a pair of first and second end structures each mountable apes a rail car truck. The tail car has a pair of side sills extending between the end structures. There is a trough structure for carrying coils mounted between the side gills. Each of the side sills has a top chord, a bottom chord and internnediate structure joining the top and bottom chords. The coil car has a greater width measured across the top chords of the side sills than across the bottom chords of the side sills.
In an additional feature of that aspect of the invention, the intermediate structure of each of the side sills includes a web extending between the top and bottom chords, and is inclined at an angle from vertical. In another additional feature, a center sill extends lostgitudinally beneath the trough structure and a set of cmsa bearers extar~ds tlrom the center sill to each of the side sills. In still another additional feature, the coil car further campriscs a longitudinal structural member mounted to the cross bearers intermediate the center sill and each of the side sills. In a fltrther additional feature of that aspect of the invention, the coil car has a plurality of longitudinal troughs, one of the plurality of troughs being mounted above each of the longitudinal structural members. In a still further feature, the trough structure is a triple trough structure having three longitudinally extending parallel troughs. In another additional feature, a set of crass members extend between the side sills, and the trough structure is supported by the set of cross members. In still another additional feature, the trough structure includes a plurality of longitudinally extending troughs mounted parallel to each other. In yet another additional feature. the coil car has at te9st r", longitudinally extending structural member mounted to bridge the cross mernbers intermediate the side sills. In still yet another additional feature, one of the troughs is loaatxl above the longitudinally extending structural member. rn a further additional feature, the car has at least two troughs and at least two longitudinally extending structural mambas mounted to bridge the cross members interrtxediato the side sills.
Qne of the troughs is located about one of the longitudinally extcndiag structural members and another of the troughs is located above another of the longitudinally 20834$43.2 DEC. 15. 2000 5:29PM N0, 7009 P. 14 -lo.
extending structural members. In still a further additional feature, one of the troughs is mounted higher than another relative to top of rail.
In another additional feature, each of the side sills has a pair of end portions and a medial portion between the end portions. Each of the end portions leas a depth o~ section and the medial portion has a depth of section. The deptkt of section of the medial portion is greater than the depth o~ section of the end portions.
In another aspect of the invention, there is a railroad coil car having a length and a width. The coil oar has a pair of first and s~ond end structures each mounted upon a rail car truck. A pair of side sills extend between the end structures. A, trough structure is mounted between the side sills. The trough structure includes at least two longitudlually extending parallel troughs. The side sills each have first and second end gortions and a medial portion located between the first and second end portions.
1 ~ The medial portion has a greater depth of section than the end portions.
In an additional feature of that aspect of the invention, one of the troughs is m~auntcd higher than another relative to top of rail. In another additional feature of that aspect o~ the invention, a set of cross snembcrs extend between the side sills, and the 2p troughs arc supported by the cross members intermediate the side sills. In still another additional feature of that aspect of the invention, at least one longitudinally extending structural member is mounted to bridge the cross members. In still yet another additional feature of that aspect of the invention, at least ono of the troughs is centered on one of the longitudinally extending structural members.
In another additional feature of that aspect of the invention, the coil car has at least one longitudinal stringer mounted to the cross bearers intermediate the center sill and one of the side sills. In still another additional feature of that aspect of the invention, one of the troughs is centered on the stringer.
In yet another additional feature of that aspect of the invention, a first of the troughs has first and second opposed inclined flanks far cradling a coil.
lJach of the fxxst and second flanks of the first tmugh lies in a plane. The planes intersect at a first line of intersection. A second of the troughs has first and second opposed inclined flanl~ for cradling a coil. Each of the first and second inclined flanks of the second trough lies in a plane. The planes intersect as a second line of intersection.
The first line of intersection lies farther from top of rail than the second line of intersection.
zoa~aaa3,a DEC.15.2000 5:30PM N0.70D9 P. 15 In another aspect of the invention, there is a xailroad soil car, having a length and a width. The coil car has a pair of first and second end structures each mounted upon a railcar truck. The coil car has a pair of first and second side sills extending between the end structures. Each of the side sills has a top chord, a bottom chord, and a web extending between the top chord and the bottom chord. A txough structure is mounted between the side sills. The trough structure includes at least fray and second longitudinally oriented parallel tmughe in which coils can be carried. The bottom chords of the side sills are mounted at a level lower than the trough struetute relative to top of rail.
In still another additional featuro, a longitudinally extending center sill is mounted between the aide si119. A set of cross bearers extend bctwoeri the center sill and the side sills. The trough structure is carried above the center sill and the cross bearers. In yet another additional feature, the center sill has a bottom flange, and the bottom flange of the center sill is located at a height at least as high above top of rail as the bottom chords of the aide sills.
In still yregt another additional feature, a first longitudinally ext~anding structural member is mounted to bridge the cross bearers intermediate the center sill acrd the first aide sill. A second longitudinally extending structural member is mounted to bridge the cross bearers intermediate the center sill and the second side sill. A
first trough is mounted to the first longitudinally extending structural member and a second trough is mounted to the second longitudinally extending structural member.
In ar~ather aspect of the invention, there is a triple trough railroad coil car having a fish belly center sill.
In an additional feature of that aspect of the invention, the fish belly center sill has a camber in an unloaded condition of the triple trough railroad car. The center sill has a mid span clearance above top of rail that is greater than a clearance of the center sill above top of rail at a location away from mid-span.
In another additional feature, ttxe fish holly center sill has a pair of shallow depth of section end portions and a central portion of greater depth of section therebehveen. The central portion is of constant depth of section. Tn an alternative feature, the fish belly center sill has a pear of ends having a shallow depth of section zoa3aea~.z DEC. 15, 200D 6:30PM Na, 70D9 P, 16 and a central portion extending between the ends. The central portion has a variable depth of section. In another altemtative feature, the central portion has a maximum depth of section at mid-span between the ends.
In still yet another additional feature, the triple trough includes a pair of aide troughs and a center trough arranged therebetween. The pair of aide troughs and the center trough extend lengthwise of the ~'lsh belly center sill. One of the troughs is carried lower relative to top of rail than the others. In another additional feature, the center trough is carried lower relative to top rail thazx the pair of side tmughs.

In another aspect of the inventiaa, there is a railroad coil car having a pair of ends mountable on spaced apart railcar trucks. The coil car has a leagth and a width.
A center sill extends between the ends. The cantor sill has end portions axed a central portion intermediate the end portions. The central portion has a greater depth of 15 section than the end portions. A plurality of longitudinally extend troughs supported by the center sill.
In yet another additional feature of that aspect of the invention, the central trough can carry a coil of a first maximum diameter and each of the side troughs can 20 carry a coil of a second maximum diameter different from the first maximum diameter. In still yet another additional feature, the first maximum diameter is greater than the second maximum diameter.
In another additional i'eaturc, a pair of longitudinally extending side sills mount 25 outboard and upwardly of the center sill. In still another additional feature, the coil car has shear transfer members attached to the side sills and extending to the centtr sill whereby the center sill and the side sills act as an integrated structure having a second moment of area greater than the sum of the individual second moments of area of the center sill and the side sills.
In an alternative aspect of the invention there is a triple trough coil car having a center sill mounted upon a pair of first and second spaced apart rail car trucks for rolling motion in a longitudinal mlling direction. A trough structure is mounted above, acrd supported by, the center sill. The trough structure includes a first longitudinally extexxding trough mounted centrally above the center sell, and second and third longitudinally extending troughs mounted parallel to, and to either side of, the first longitudinally extending trough. The center sill has a first portion mounted 20E34B43,2 DEC. 15. 2000 5:31PM N0, 7009 P. 17 .t~_ over the first thick, a second portion mooted over the second truck, and a third portion extending between the first and second portions. The first, sccoud and third portions of said canter sill oath have a depth of section. The depth of section of the third portion being greater than the depths of section of the first and second portions.
In another aspect of the invention, there is a coil car having a walkway mounted within the trough structure to facilitate movement of persoYtnal along the car, whether for adjusting the coil stops or for cleaning and maintaining the car.
That is to say, in that aspect of the invention there is a rail road coil car. It has a trough structure supported far carriage by rail car trunks for travel in a longitudinal rolling direction.
The trough structure has a walkway mounted therewithin.
In a farther feature of that aspect of the invention, the trough structure includes a first trough. 'Y'he first tmugh is longitudinally orletltad, and the walkway is oriented longitudinally within the first trough. In another feature, the first trough has a pair of first and second slope sheets deffning opposed flanks of the first trough. The first trough has a vailty bottom between the flanks, and the walkway extexzding along the valley bottom. In an additional feature, tread plates are mounted along the walkway.
In another feature, the rail road coil car has a longitudinal structural member defining the valley bottom. In still another feature, the longitudinal structural member is a longitudinal center sill.
In a further feature, tho rail road coil car includes a center sill and cross bearers extending laterally from the center sill. The croaa bearers support the trough structure. The longitudinal structural member is a stringer mounted to the cross bearers. The longitudinal stringer lion laterally outboard to one aide of the center sill.
In another feature, the stringer is a first stringer, and the rail road car includes a second trough parallel to the first trough. The second trough has a second valley bottom lying over a second longitudinal stringer mounted to the cross bearers along the second rralley bottom. In another additional feature the first and second stringers arc located symmetrically to either side of the center sill. In still another feature, a third trough is mounted over the cantor sill parallel to the first and second troughs.
In a furkher feature, the trough structure includes a second trough extending pa~lel to the first trough, the second trough having third and fourth slope slisets defining opposed flanks of the second trough, the second trough having a valley bottom between the flanks thereof, and the second trough having a second walkway extending along the valley bottom thereof. Itl mother feature, the rail road car has Z0934~3 2 DEC, 15. 2000 5:31PM N0, X009 P. 1B

first and scoond side sills bouading the tro~xgh structure, and the walltway is located within the trough structure at a location between the side sills.
In another feature, the rail road tail car has structure defining a cover interface to which a coil car cover can be mounted, the interface defining a boundary to a region o~the coil car sheltered when a oaver is mounted to the cover interface, and the walkway lies within the boundary. In an additional feature, the rail road coil oar includes a rail car body, the trough structure is part of the rail oar body, and the rail road coil car includes a cover for sheltering tails carried in the trough structure, the lp covet being movable to permit loading of the coil car, the cover having a footprint mating with the rail car body, and the walkway fails within the footprint of the cover.
In that additional feature, the rail car body includes first and second side sills extending longitudinally slang opposite aides of the trough structure, and the cover seats on the side sills. In a farther additional feature, the aide sills each have a top chard, and the cover seats on the top chords of the side sills.
In another feature, the coil oar has at least one movable coil stop mounted thereto, the coil stop Wing co-operable with the trough structure to accommodate coils of different thickness in the trough structure. In an additional feature, the ZQ walkway provides access to the tail stop. In another additional feature, the coil stop is mounted transversely relative to the walkway.
In a further additional feature of the invention, the tail car falls within a design envelope width limit of 1~8 inches. The trough structure includes first, second and third troughs, the first second and third troughs being parallel acid extending in the longitudixlal direotian. First and second side sills extend longitudinally along opposite sides of the trough structure. The side sills include respective first and second top chord members. At least a portion of each of the respective first and sxond top chord members hea within 2 inches of the design envelope width limit.
In another aspect of the invention, them is a rail road coil car. It has a trough structure supported by rail car trucks for rolling motion in a longitudinal direction.
The trough structure includes first, second a»d third troughs, the troughs being parallel and extending in the longitudinal direction. At least one of the first, second and third troughs has a pair of opposed slope sheets, each of the pair being inclined at Ieast 23 degrees from horizontal. The first trough lies between the second aad third troughs. The first trough has a capacity to accommodate a coil up to 84 inches in ios3~sa3.z DEC, 15. 2000 5:32PM N0, 7009 P. 19 -t5-diam~oter and the second trough has a capacity to accommodate a coil up to 4$
inches in diameter.
In an additional feature of that aspect of the invention, all of the first, the second, and the third troughs have respective pairs of opposed slope sheds, and all of the slope sheets of the respective pairs are inclined at least 23 degrees from horizontal.
In another feature, the coil car falls within a design envelope defined by AAR
Plate B;
the trough structure is serried between Longitudinally extending first and second aide sills; tech of the side sills has a top chord, and a portion of tech of the top chords lies within 2 inches of car width limits of AAR Plato B, In another feature each of the pair of opposed slope sheets is inclined at an angle lying in the range of between 23 and 29 degrees from horizontal. In an additional feature, each of the pair of oppose slops sheets is inclined at an angle lying in the range of between 24 and 28 degrees from horizontal. In a most preferred feature, eaclz of the pair of opposed slope sheets is inclined at an angle of 27 degrees from horizontal.
In another feature, all of the first, the second, and the third troughs have respective pairs of opposed slope sheets, and all of the slope sheets of the respective pairs are inclined at an angle lying in the range of 2d to 28 degrees from horizontal.
In yet another feature each of the first, second, and third troughs has a valley bottom, and the valley bottom of the first. trough lies at a lower height above top of rail than the valley bottoms of the second and third troughs.
In another aspect of the invention, there is a coil stop for a rail road coil car.
The coil car has a trough structure in which to carry coils. The coil stop has a beam member for spanning the trough structure. The beam member has a first end, a second end, and a medial portion extending between the first and second ends.
The coil stop has a $tep mounted on the beam member between the first and second ends to facilitate climbing over the coil stop.
In a feature of that aspect of the invention, the step includes a tread plate mounted upon the beam. In another feature, the step is mounted centrally on the beam. In a further feature, a hand grab is mounted to the beam adjacent to the step.
In an alternative, a pair of first and second hand grabs are mounted to either side of the step. In an additional feature, the hand grab 'ss an upwardly extending hand rung.
In still another additional feature, the beam includes a horiaontal web, aid the aoaa4aoz.z DEC, 15. X000 5:32PM N0. X009 P. 20 step is mountod to the horizont~ web. In an additional feature, the horizontal web has lightening holes defined therein. In another feature, at least one of the first and second ends has an indexing member mounted thereto for engagement witlx the coil car. In still another feature the coil stop izxcludes rollers mounted at the first and second ends therefor for facilitating positioning of the coil stop in the trough structure of the rail car.
In another aspect of the invention there is a coil stop for a rail road coil car.
The coil car has a trough structure in which to carry coils. The coil slap includes a beam member for spanning the trough structure. The beam member has a first end, a second end, and a medial portion extending between the first and second ends.
The coil stop has rollers mounted at the first and second ands to facilitate positioning o~
the coil step relative to the trough structure. In a further feature, the coil stop has indexing members mounted at the first and stcoad ends of the beam mcmbtr. The indexing metrtbera are engageable to maintain the coil stop in a fixed position relative to the trough structure. In an additional feature, the coil stop has attachment means mounted at the first and second ends of the beam by which to secure the coil stop in a fixed pomition relative to the trough structur4.
In a further aspect of the invention, there is a rail road coil car having a rail car body supported by rail car trunks for rolling motion in a longitudinal directivtr. The rail car body including a trough structure for carrying coils, and at least ono coil stop for restraining coils loaded in the trough structure. The coif stop is movable along the trough structure. t-1 traclrway is mountad to the body for guiding the coil stop along the trough structure- The coil stop has fittings engaged with the trackway.
The fittings and the trackway are co-operable to permit motion of the coil stop along the trough structure.
In an additional featurt of that aspect Of the invention, the trough struoturo includes a first longitudinally oriented trough. The rail car body includes first and second side sills extending along the trough structure, and the trackway is mounted to the sidt sills. In a further additional feature, the traokway includes a first portion mounted to the first side sill and a second poztion mounted to the second side sill, and the coil stop has a beam member spanning the trough. The beam member has a first end mounted to the first side sill and a second end mounted to the second side sill.
In another additional feature, the coil stop includes a beam member for spaztning the trough structure. The beam member has a first end, a second end, and a medial portion extending between the first and second ends. The coil stop has a step mounted on the beam member between the first and second ends, whereby persona aoe3asa~.x ~EC.15.2000 5:32PM ~a.7009 P, 21 1'1 -Waking along the trough structure can more easily climb over the coil stop.
In an additional feature of that additional feature, the step includes a tread plate mounted upon the beam. The step is maunted centrally oa the beats, and a hand S grab is mounted to the beam adjacent to the step. Alternatively, a pair of first and second hand grabs is mounted to either side of the step. In an additional feature, the hand grab is an upwardly extending hand rung.
In another feature, the coil stop includes a beam member for spanning the 1b trough structure, the beaxs~ mtmber having a first end, a second end, and a medial portion extending between the first and second ends. The body has at least a first indexing fitting trtounted thereto. At least one of the first and second ends has a second indexing member mounted thereto. The second indexing member is oo~
operable with the first indexing member to maintain the coil stop in a fixed position 15 relative to the trough structure, In still another featwe, the coil stop includes rollers mounted at the first and second ends therefor for facilitating positioning of the coil stop in the trough structure of the rail car.
In another aspect of the invention, there is a coil stop for a coil car having a 20 trough structure in whioh to carry coils. The coil stop includes a beam member for spanning the trough structure. The beam member has a first end, a second end, and a medial portion extending between the first and second ends. The coil stop has a hand grab mounted on the beam member between the first and second ands, whereby to facilitate climbing over the coil stop by persons wahcing along the tmugh structure.

In another aspect of the invention there is a rail road coil car having a trough structure supported by railcar trucks for rolling motion in a longitudinal direotion.
The trough structure includes first, second and third longitudinally aligned, side-by-side troughs. Each of the first second and third troughs has deck sheeting for carrying 30 coils loaded in the troughs. At least one of the troughs has a thermally insulative material mounted above the respective deck sheetixlg therof.
In an additional feature of that aspect of the invention, the trough structure includes laterally extending end walls, and the end watls have thermally insulative 3~ material mounted thereto. In another additional feature, the end bulkheads each have a face Qriented inwardly toward the trough, arid the thermal insulation is mowatcd to the inwardly oriented face. In a Further feature, a liner is mounted to the thermal insulation material, the liner being mounted to face coils carried in the trough structure. In still another feature, the thermal insulation mat~al is mounted between 2083A843.Z

DEC.15.2000 5:33PM N0.7009 P. 22 -1s-the inwardly oriented face of the bulkhead ~d a wear plate.
In a still furthtr feature, the thermal insulation material mounted to the slope sheets is overlain by a liner. In an additional feature of that additional feature, the thermal insulation material mounted to the slope sheets overlies wooden planking. In a still further feature, the thermal insulation mat~xial mounted to the slope sheets is in direct contact with the slope shetts. In still another feature the thermal insulation material meets the slope sheet on a planar interface free of intervening layers. In a yet Rtrther feature, the thermal insulation material is non-flammable to at least 600 F.
In another aspxt of the invention, there is a triple trough rail mad coil car having a trough structure mounted on rail car trucks for mlling operation in a longitudinal direction. The trough structure includes first, second and third side-by-side trough:. At least one of the troughs has a pair of appoaed inclined slope sheets co-operable to cradle a soil. The slope sheets have non-flammable thermal insulating materials mounted directly thereto.
In an additional feature of that aspect of the invention, the thermal insulation material is operable at temperatures at least as high as 600 F. In another feature, the Z0 trough structure includes a pair of transversely mounted walls defining end bulkheads of the trough structure, and the end bulkheads also have thermal insulation mounted thereto. In still another feature the thermal insulation mounted to the slope sheets is overlain by a load bearing liner. In yet another feature, the trough structure includes a pair of transversely mounted walls defining end bulkheads of the trough structure, the end bulkheads also having thermal insulation mounted thereto, and the thermal insulation of each of khe end bulkheads is shielded by a wear plate, In anothar feature, the thermal insulation mounted to the slope sheets is operable to at least 600 F, and the thermal insulation mounted to tha end bulkheads is also operable to at least 60o F.
In another aspect of the i»ventian, there is a triple trough rail road coil car having a trough structure carried upon rail car trucks in a longitudinal rolling direction. The trough structure inolt~des three side-by side trou$lss. At least a first of the troughs has a pair of opposed inclined slope sheets, and a pair of transversely extending cad walls defining end bulkheads of the first trough. The slope sheets arc each provided with a layer non-flammable structural thermal insulation mounted thereabove. The non-flammable insulation is overlain by a wear plate. Each of the end bulkheads has a layer of non-flammable insulation material mounted thereto facing inwardly into the trough. The layer of insulation material mounted to each of the end bulkheads is shielded by another wear plate.
IOBld84~.1 DEC, 15. 2000 5:33PM N0, 7009 P. 23 rn sty additional feature of that aspect of the invention, the insulation material above tl~e slope sheets, and the insulation material mounted to the end bulkheads being non-flammable to at least 600 F. In another feature the non-flammable insulation material lies directly in contact with the slope sheets. In still another feature the trough structure is supported by a plurality of cross members mounted aloztg the car, and the trough structure is slung between a pair of side sills whose depth of section exceeds that of the trough.
In another aspect of the invention there is a triple trough rail road coil oar having a trough structure mounted on xail car trucks for rolling operation in a longitudinal direction. ?he trough structure includes three side-by-side troughs. At least one of the troughs has a pair of opposed inclined slope sheets co-operable to cradle a coil, and a pair of end walls mounted transvezsely rtlative to the slope sheets to define end bulkheads of th~ trough structure. The end bulkheads have thermal 1 s insulating materials mounted thereto.
In another aspect of the invention, there is a rail road coil car, having a length and a width. The coil car includes a pair of dust and second end structures each mounted upon a rail car truck, a pair of side sills extending between the end structures, and a trough structure for carrying coils mounted between the side sills.
zs fla~ch of the side sills has a top chord, a bottom chord and interntediate structure joining the top and bottom chords. The coil car has a greater width measured across the top chords of the side sills than across the bottottt chords of the side sills, and the trough structure is lined with thermally insulative materials.
In an additonal feature of that aspect of the invention, the intermediate structure of each of the aide sills includes a web extending between the top and bottonn chords, and is inclined at an an8le from vertical.
RR1FF D~~C'.RIPTIdN O'.F THE Dk~AWIIV(rr5 For a better understanding of the present invention and to show more clearly how it may be carried into ePFect, reference will now be made to the exemplary embodiments illustrated in the accompanying drawings, which show the apparatus according to the present invention and in which:
Figure 1 a is a top view of one half of a coil car according to the present invention;
Figure Xb is a top view of the coil car of Figure 1 a with decking rennoved to 2oa~asia a DEC.15.2000 5:34PM N0.7009 P. 24 show the struamrel skeleton of the coil car;
Figure 2 is a side view of half of the coil car of Figure x a;
Figure 3a is a cross-sectional view of the coil car of Figure la at mid-span with the one side sill and one set of deck cushions removed;
Figure 3b is a staggered sectional view taken on '3b - 3b' of the coil car of Figure 1 a;
Figure 4 is a top view of an altarnatc triple trough coil car to the coil car of Figure la;
Figure Sa is a cross-sectional view of the coil car of Figure 4 at mid-span, showixxg a triple trough arrangement having cross bearers with a stepped lower flange;
Figure 3b shows the cross-section of F'igura Sa with coils of various loading configurations shown thereon;
Figure 5c shows a top view of a coil stop of the coil car of Figure Sb;
Figure 4a shows an altornate mid-span coil car cmss-stction to that of Figure Sa having a cross bearer with a horizontal bottom flange;
Figure 6b shows a further alternate mid-span coil car Cross-section to that of Figure 5a, having a cross bearer with an inclined bottom flange;
Figure 6e shows a still further alternate cross-section to that of Figure Sa;
Figure 7a shows an isometric view of an altarnative embodiment of coil car to that of Figure 1;
Figuxe 7b shows a mid-span cross-sectional view of the coil car of Figure 7s;
Figure 7c shows an enlarged cross-sectional detail of a top chord of a side sill of the coil car of Figure 7a;
Figure 7d shows an isometric detail o~ the engagement of the .soil stop beann with the top chord of the coil car of Figuro 7a;
Figure 8a shows a partial side view of an alternate coil car to the coil car of Figure 1 a;
Figure 8b shows a mid span cross-section of the coil car of Figure 88;
Figure 8c shows a staggered cross-section of the coil car of Figure $b taken on a section corresponding to staggered section '3b - 3b' of the coil car of Figure 1 a;
Figure 9a shows half a cross-section of an insulated trough stttlchu'e for a rail Gar similar to that of l:igurc 4, taken from a mid-span bolster looking toward an end bulkhead;
Figure 9b shows a cross-section through the end bulkhead taken on '9b - 9b"
of Figure 9a;
28834843.2 DEC. 15. 2000 5:34PM N0, 7009 P. 25 ~guro 10a shows an alternate insulated trough structure half cross section to that of Figure 9a.; and Figure l l)b shows a detail, from above, of the trough structure of Figure 10a.
ED N O TI
The dcscriptiort that follows, and the embodiments descn'bcd therein, are provided by way of illustration of sit example, or examples of particular embodiments of the principles of the present invention. These examples are pmvidod for tkte purposes of explanation, and not of limitation, of those principles and of the invention. In the description that follows, like parts arc marked throughout the specification and the drawings with the same respective reference numerals.
The drawings arc 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 on~ntation and directional nomenclature, far 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) txack. 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 tetyns that use top of rail TUR as a datum. The term lateral, or laterally outboard, refers to a distance or orientation 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 taken relative to a mid-span lateral section ofthe car, or car unit.
Fl ure By way of general overview, an example of a coil car is indicated in Figures 19, 16, Z, 3a, and 3b, generally as 2U. For the purposes of conceptual explanation of the embodiments illustrated in the various Figures, the major structural elements of coil car 20 (and of the alternate embodiments described herein), are both symmetrical about the longitudinal centerline of the car (as designated by axis CL) and symmetrical about the mid-span t1'ansvet'Be section of the car, indicated as TS.
~oa~asa~.a DEC.15.2000 6:34PM N0.70D9 P. 26 As shown in Figures 1a, 1b and 2, coil car 20 has a longitudinal rolling direction, on straight track, parallel to the longitudinal centerline CL. Coil cax a0 includes a pair of end structures 22 and 24. End structures as and 24 are mounted on a pair o~ spaced apart rail car trucks Zd and 28, respectively. Side sills 34 and 3b extend between end structures 22 and 24 and ~orm the main longitudinal structural elements of coil car 20 for resisting vertical loads. An array of cross-members 32 extends outwardly and away from confer sill 30 to attach to side sills 34 and 3b. A
txough structure for carrying coils, generally indicated as 38, is mounted to, and suspended between, side sills 34 and 36.
As shown in Figure 3a, trough structure 38 has three parallel, longitudinally extending cradles or troughs - a central trough 40 lying between two laterally outboard outer troughs 4a and 44. Each train is ahapod to cradle steel coils, or other similar, generally cylindrical coiled loads, between its inwaxdly and downwardly sloping shoulders, namely sloped plates 46 and 47, 48 and 49, SO and 51, respectively.
More generally, in each of the embodiments described herein each pair of opposed sloped plates defines the flanks of a valley, or trough, fvr cradling coils, and each of the valleys has a flat valley bottort~, as described below. Each valley is cantered over a longitudinally extending structural member, whether a center sill or a stringer spaced laterally outboard of the center sill, as described bolow, with the upper face of the longitudinal structural rr~.ember also defining the valley bottom. Sloped plates 46 and 47, 48 and 49, 50 and 51 are lined with cushioning in the nature of wood decking 52 that acts as a cushion to buffer coils during leading or travel. This gaomctry defines longitudinally oriented troughs, that is, troughs in which the winding axis of the coils will be parallel to the longitudinal, or rolling, direction of the rail oar. Load stabilising partitions in the nature of end bulkheads 54 and moveable bulkheads, namely coil stops (not shown), discourage longitudinal sliding of coils loaded in troughs 40, 42 and 44.
Describing now the arrangement of troughs 40, 42 and 44 within trough structure 38, outer troughs 42 and 44 are arranged on either side of central trough 40.
Central trough 40 lies directly above center sill 30. When arranged in this fashion, a portion of the upper flange 60 of center sill 30 forms the bottom of the valley of central trough 40. Central trough 40 is carried lower relative to TQR than outer troughs 42 and 44 as indicated in Figure 3a by dimension 8. Outer troughs 42 and 44 are mounted above stringers 114 and 116 respectively and are carried at the sax~ne height as each other relative to TQR. Having outer troughs 42 and 44 oarned at a 20834843.2 DEC, 15. 2000 5:35PM N0. 7009 P, 27 different height than central trough 40, may tend to facilitate placement of the coils in a position to tend to encroach upon or to marginally overlap each other to some extent such that a greater width of coils can be accommodated in a somewhat narrower width of coil car than might otherwise be the case.
Troughs 40, 42 and 44 can accommodate various sizes of coils, as illustrated by tht outlines of coils A, 8, C, D in Figure 3b. When coils are not carriod in outer troughs 42 and 44, central trough 40 can oarry a~eoil having a maximum diameter of 74 inches as indicated by toll 'A'. T'he largest diameter of coil that can be 1Q accommodated by outer troughs 42 and 44, as illustrated when central trough 40 is not loaded, is 40 inches as indicated by coils 'H'. Coils C and D illustrate lading conditions for all three troughs at once.
In greater detail, center sill 30 includes upper flange b0, a pair ~of parallel 13 vertical webs 6Z and 64 and a lower flange 66, all arranged in a rectangular box-shaped form in which the outboard margin~a of upper flango 60 and lower flange extend past webs 62 and 64, as shown in Figure 3a. Center sill 30 is of substantially constant cross-suction in the medial span between trucks 26 and ~S. Internal gussets 68 are welded inside center sill 30 to provide web continuity at tech cross bearer 20 location.
The array of ernss~members 32 extends between side sill 34 (or 36, as the case may be) and center sill 30. Array 3z includes bolsters 72 and cross bearers 74.
Bolatera 72 are located amidst end structures 2~ and 24, above railcar trucks 26 and ~5 28. Cross bearers 74 art spaced apart one ftom anothtr at successive longitudinal stations along center sill 30 between end structures 22 and a4. As shown in Figure 3a, each of cross bearers 74 has a web 76, an upper flange 78 and a lower flange 80.
Upper flange 78 is carried at the level of upper flange 60 of main center sill 30, and is welded at its proximal, or inboard, edge thereto. Similarly, lower flangt 80 is carried 30 horizontally at the level of, and has its inboard edge welded to, lower flange 66.
Web 76 txtends from web 64 of center sill 30 beyond the outboard, or distal, ends of upper and lower flanges 78 and 80 to form a substantial tongue, or tab $Z
suitable for welding in a lap joint to web stiffeners of thb structure Of side sills 34 and 3fr, as shown in Figure 3a.

In terms of major structural elements (that is, excluding handrails, brake lice fittings, and ancillary items), coil car 20 is symmetrical about center sill 30, such that Z083Ra43.2 DEC. 15. 2000 5:35PM N0, 7009 P. 2B

the structure of side sills 34 and 36 is the same. Consequently, a deGeription of one will also serve to describe the other. Referring to Figure 3$, side sill 36 has an upper flange assembly 86, a lower flange assembly 88, and an intermediate structure 90 in the nature of a web, or webbing 92.
Examining each of these in turn, upper flange assembly 86 has a tap chord member 94 in the nature of a hollow rectangular steel tube 94, upon which pits locating plate 98 is mounted. Plate 98 has an inwardly extending perforated strip or tongue 100, the parforatians having a constant pitch, seed being of a size and shape suitable for engagement by the locating pins of moveable bulkheads or cross-beams, namely the coil stops (not shown), used far providing longitudinal restraint of the soiled materials ones loaded. Also located intermittently along a more laterally outboard region of plate 98 are eyes 102 for locating a cowling or cover (not shown) to protect coils loaded on coil car 20 from exposure to rain or snow. Lower flange assembly 88 includes a bottom chord member 104 in the nature of a hallow rectangular steel tube 106.
Webbing 92 extends between, and connects upper flange assembly 86 and lower flange assembly 88. Webbing 92 includes an upwardly and outwardly inclined steel web in the nature of a aide panel sheet 108. Sheet 108 is reinforced at the longitudinal station of each successive cross bearer by a web stiffener, or brace, in the nature of a section of channel 110. Channel 110 extends between tubes 96 and along the inner face of sheet 108. Channel 110 is a C-channel having its back facing inward and its toes welded to sheet 108. Channel 110 provides an attachment site for rah 82 of cross bearer 74 to allow mounting of cross bearers 74 to side sills 34 and 36.
Spaci$cally, the sides, or legs, of channel 110, each lie in a vertical plane perpendicular to the longitudinal centerline of car 20. As such one side of channel 110 is aligned with the web of each successive cross bearer 74 and thereby provides a lap surface to which respective tabs 82 of each cross bearer 74 are welded in a lap joint. Sheet 108 has an upper strip, or margin, that is bent to provide an overlapping band welded at a lap joint to the outer face of rectangular steel tube 96.
Similarly, the lower margin, or band, of sheet x08 overlaps, and is welded in a lap joint to, the outer face of the bottom chord member, namely tube 106.
A gusset 112 provides vertical web continuity at the longitudinal station of the web of each cross bearer 74 to that portion of channel 110 extending to a height lower than horizontal lower flange 80. Gusset 112 extends downward to meet the zoaaaaaz.z DEC, 15. 2000 5:36PM N0. 7009 P, 29 uppermost aide of the bottom chord member, namely tube 106, gusset 112 being smoothly radiused on its most inboard edge to tend to reduce the stress concentration that might otherwise develop at the juncture between cross bearer 94 arid side sill 34, ar 36 as may be.
Longitudinal structural elements, in the nature of stringers 114 and I16, noted above, are mountod upon cross bearers 74 at a medial location slang upper flange 78 somewhat more than half way frnm the car centerline CL to the distal, or outboazd, extremity of cross bearer 74. Each stringer 114 and 114 spans the length of coil car 20 and is mounted to cross bearers 74 intermediate center sill 30 and each side sill 34 and 3b. Stringers 114 and 116 are secured by welding to trough structure 38 and top flange 78 of cross bearers 74. Stringers f 14 and 116 function to bridge the gap, or apace, between adjacent cross bearexs and so to do cross bdarers 74 together in their midst, (i.e., at a transversely mid-span location lying between center sill 30 and side sill 34 or 36 as the case may be), and also provide the backbone of side troughs 42 and 44. Each of stringers 114 and 116 has a hollow, closed sxtion made by employing an upwardly opening channel 118 and welding a cover or closure plate across its toes. Sloped outboard and inboard side plates 46 and d7 (or 51 and 50), ~re$pectively, extend on an upward slope away from closure plats 119, the junctures of platen 46 and 47 (or 51 and 50) with closure plate 119 occurring above the respoctivc toes of channel 118. At its outboard edge, sloped side plates 46 and 51 arc each welded in a lap joint to the inboard face of tube 96 of top chord assembly 94.
~lertical web continuity is prnvided by a web plate, or outboard web 124 located in the sumo plane as web 7b of cross bearer 74. Gusset 124 has a lower edge welded to upper flange 78 of cxosa bearer 74, and extends upwardly therefl'am to connect to a slopod flange 125 that lies against the underside of sloped side plate 46.
An inboard toe of gusset 124 abuts the outboard upwardly extending leg of channel I14, (or 116) and an outboard edge of gu$set 124 is welded in a lap joint to one of the legs of ohannel 110 of intermediate structure 90. Web stiffeners 12b are welded to both the fare and aft faces of gusset 124. Web stiffeners 12b extend between sloped f~az~ge x25 and flange 98, perpendicular to sloped side plate I25, from a location under.the mid-point of cushioning decking 52, to discourage buckling of gusset 124.
3S An inboard web lab is also located at the longitudinal station of the plane of the web of cross member 74 and has a first, lower, edge abutting flange 78, an outboard toe abutting the inboard upturned leg of channel 118, a first upper inclined 10874&43 Z

SEC, 15. 2000 5.36p1~ Na. ?009 p. 30 edge abutting eloped flange 127 directly below shoulder plate 50 (or 47) of outer trough 44 (or 42), and a second upper inclined edge abutting sloped flange 1 directly below shoulder plats 49 (or 48) of trough 40. Flanges 127 and 129 can be fabricated from a single piece of flat bar bent to form the vertex between trough 40 and trough 42 (or 4d). Web stiffeners 130 are provided to extend from inclined flange 125 to flange 78, web stiffeners 130 running perpendicular to shoulder plate 49 (or 48) from a point in the midst of decking 52. Further web stiffeners 13Z run perpendicularly from flange 78 to the vertex formed at the interseodon of shoulder plates 49 and S0. Further gussets 134, 136, and 13$ are located between, and run vertically perpendicular to, flanges 7g and 80 at locations directly beneath web stiffeners 132 and the toes of channel 120.
Side sills 34 and 36 have an inclined orientation with respect to the vertical, as doted above. That is, webbing 92 is inclined at an eagle ~ from the vextical such that the width W~ measured acxoss respective top chords 88 of aide sills 34 and 3b is greater than the width W= measured across respective bottom chord members 104 of side sill 34 and 36. (For the purposes of illustration (Wi/2) and ('VV~/2) have been shown as measured from the ccntrcslino CL). $ottom chord members 104 are located at a height relative to TQR that is lower than the lower flange 66 of center sill 30. It is advantageous for the top' chords of the side sills to be widely spread to tend to increase tho trough width, and hence the maximum coil diameters that can be carried within the AAR plate H width limit. At the same time, increasing the depth of section to increase the second moment of area, and hence resistance to flexure under vertical loading, may tend to encourage use of bottom chords that are stepped laterally inward relative to the top chords, as shown, to fall within the inwardly sloping undcrframo limit such as is permitted under AAR plate "B" or plate "C" envelope shaven in dashed lines and indicated as "UF".
Although different angles could be used for the slopes of the sides of central trough 40 and side troughs 42 and 44, in the embodiment illustrated in Figure 3a they are the same. Their angle, (that is, the angle of sloped sheets 46, 47, A8, 49, 50 and 51) when mea$ured from the horizontal, is greater than 20 degrees, and in general Tics in the range of 23 to 29 degrees. It is preferable that the angle be greater than 24.22 degrees, (at which LIV ~ 0.45) and less than 2$ degrees, and it is most preferred that the angle be 27 degreos or thereabout.
20834843.2 DEC, 15. 2000 6:36PM N0. 7009 P. 31 Side sills 34 and 36 have a maximum depth of section at mid-span 70 to provide resistance against the bending moment induced by the loads carried by coil car 20. Considering the aide view of Figure 2, moving away Exam the mid-span 70, the portion of side sill 34 having the greatest depth of section ends at a paint designated as "X" in Figuxe 2, A,t point "X" bottor'za Chord member 104 is obliquely truncated and welded to a doglegged upswept fender, or flange 140. Upswept flange 140 follows the lower edge of sheet 108 as it narrows in a transition portion 142 from the deep, mid-span or medial portion 144 to the narrow, or shallow, end atructuro portion 146, the upswept flange 140 reaching a sufficient height to clear trucks 2d and 28, as the case may be. .
Figures 4. 5a and Sb Referring to Figures 4, 5a and 5b, in anothez embodiment a coil oar is generally indicated as 200. Coil car 200 is generally similar to coil car 20.
It has a cemter sill 20a, a pair of side sips 204 and 206 and cross bearers 208 for tying side sills 204 and 206 to center sill x02. The arrangement of center sill 202, cross bearers 208 and side sills 204 and 206 support a trough structure 210. Trough structure 210 has three parallel, longitudinahy extending troughs 212, 214 and 21b. Each trough is shaped to cradle steel coils, or other similar laada, between its inwardly and downwardly sloping opposed flanks, or shoulders plates 218 and 220, 222 and 224, 226 and 228, respectively. Troughs 212, 214 end 216 terminate at either end of car 200 by transverse wall members in the nature of end bulkheads 215, 217.
Ccntcr sill 202 is similar to center sill 30 of coil car 20. It includes an upper flake 230, a pair of parallel vertical wpbs 232 and 234 and a lower flange 236, all arranged in a rectangular box-shaped form in which flue outboard margins of upper flange 230 and lower flange 236 extend past webs 232 and 23d.
Each cross bearer 208 has an ttppdr flango 240, a lower flange 24a and a web 244. Unlike upper flange 78 of coil car 20, upper flanga 240 is carried above the levtl of upper flange 230 of center sill 202, and lies against the underside of trough structure 210. As upper flange 240 extends from side sill 204 and 206, it slopes downwardly and upwardly, as the case may be, to ~tnatch the orientation of ahouldar plates 218, 220, aaz, a24, 226 and 228. Web 244 extends between lower flange and trough structure 210. At its outboard ez~d or tip, web 244 is welded to the structure of side sills 204 and 20b in a lap joint, As about, the upper flanges of the zos3ssa~a bEC, 15. 2000 5:37PM N0, 7009 P, 3Z

-2$-center sill and longitudinal stringers form the bottom of the valley of the respective troughs.
Lower flange 242 is a stepped lower flange parried at a level higher than the lower flange 236 of center sill 202. At its inboard edge, lower flange 242 has an inboard portion 247 welded to lower flange 236. Inboard portion 247 extends on an upward elope outboard and away tl"om lower flange 236 to join a horizontal transition gortion 248. In turn, transition portion 248 joins an upwardly sloped portion 249 that extends towrard side sill 206 or 208, as the case may be. The sloped portion 249 of lower flange 236 has been trimmed short of side sill 204 or 206. The upward slope of inboard portion 247 provides a larger space, indicated generally as 'B' in which to locate a brake line. This is advantageous, since it is net then necessary to punch a hole through web 244 for the bxake iiz~e, saving fabrication and installation costs, and avoiding a stress concentration in web 244.
Each side sill 204, 20b has an upper flange assembly Z50, a lower flange assembly 252, and an intermediate structure 254 in the nature of webbing 256.
Upper flange assembly 250 has a top chord member 258 in the nature of a hollow generally rectangular steel tube 260. Steel tuba 260 is a formed section having a lower portion on a dog leg bend to match the angle of inclination p of webbing 2s6. Unlike top chord 94 of coil car 20, top chord 258 is not provided with an inwardly extending plate such as plate 98 for locating the pins of the moveable bulkheads (not shown), thus tending to permit trough structure 210 to accommodate coils of a larger diameter within the limits of AAR plate B than would otherwise be the case. Rather a perforated formed channel, or strip, 259 is mounted along the face of the inner web of top chord 258, the perforations serving as sockets for receiving, and retaining, the lugs of a coil atop 280 desctybed below. An angle iron 261 is welded along the inboard face of the inboard web of top chard member 238, to bear the weight of the coil stop.
That is, the coil stop can Slide along aztgXe iron 261 and be locked in place by seating removable pins in strip 259 as described below. The arrangement of lower flange assembly 232 and webbing 256 is generally similar to that described earlier in respect of lower flange assembly 88 and webbing 92 of coil car 20.
Longitudinal structural elements in the nature of stringers 262 and 264 arc mounted upon cross bearers 208 at a medial location along web 244 somewhat more than half way from the car centerline CL to the distal, or outboard, extremity of cross bearer 208. Stringers 262 and 264 seat in pockets or rxesses 263 and 265 formed in xoasaadas DEC. 15. X000 5:37PM N0, 7009 P. 33 web Z44. Stringers 262 and 26d function to tie cross bearers 20$ togtther in their midst, i.e., at a mid-span location, and also pmvide the backbone of side troughs 2x4 sad 21 b. Each stringer 262, 2b4 has a hollow, rectangular steal section in the nature of a tube 266. Respective sloped aide plates 224 or 22b attd 222 or 22$ each have a S lip welded to the respective inboard and outboard uppermost corners of tube 2d6 and extend orx aut upward slope away therefrom. At its outboard edge, sloped side plate 222 (or 228) has a bent lip welded in a lap faint to the inboard face of tube 260 of top chord assembly 258. The undersides of sloped side plates 224 (or 22b) and 222 (or 228) are welded to the undulating upper flange 240 of cross bearer 208.
Tread plates, generally indicated as 272, arc mounted to the top surface of tube 26b intermediate 8.ttachment sites 274 where wood decking 52 i$ fastened to trough structure 210, as best shown in Figure 10. The arrangement of tread plates 272 in this way does not interfere with wood decking 52 mounted within outer troughs 214 and 216, Similarly, tread plates 272 are generally suffioiently thin so that when coils are loaded in outer tmughs 214 and 216, the coils do not touch tread plates 272 thereby tending to avoid damage by tread plates 272. Tread plates 272 provide a no-sltid roughened surface to the walkways defined in the valley bottoms and tend to permit railway personnel to secure a coil during loading of coil car 200. The walkways so defined are fixed in position relative to the trough structure, and do ztot require special mochanisrns for deployment or retraction.
Web stiffeners 276 run perpendicular to lower flange 24Z to intersect the vortex formed at the intersection of shoulder plates 224 and 226. Further gussets 268 and x70 are located between, and run vertically perpendicular to lower flange 242 and the lowermost corners of tube 266.
The arrangement of troughs 212, 214 attd 21b is generally similar to that of troughs 40, 42 and 44 of coil car 20. Outer troughs 214 and 216 are arranged on either side of central trough 212. Central trough 212 lies directly about center sill 202 and is carried lower relative to TOR than outer troughs 214 and 21G. Each outer trough 214 and 216 is mouthed shave stringers 262 end 264 and carried at the same height relative to TOR as the other.
Troughs 212, 214 and 216 can accommodate various sizes of coils, as illustrated by the outlines of coils shown in Figure 5b. When coils are not carried in outer troughs 214 and 216, central trough 212 can carry a coil having a maximum zos3aea3.z DEC, 15. 2000 5:3BPM N0. 7009 P. 34 diameter of 84 inches. The largest diameter of soil that can be accommodated by outer troughs 214 and 216, when central trough 212 is not loaded, is 48 inches. , As noted above in the cozztext of coil car ZO of Figures 1a, 1b, 2, 3a and 3b, troughs 212, 2i4 and 216 of Figures 4, 5a and Sb have slope angles, indicated ir1 Figure 5b as 0~, Ax and A3. la general, these angles need not be the same, although it is convenient, and preferred, that a single angle be chostn. Tht range of angles chosen for any of 9~, 9s and 83 is groater than 20 degrees. As above, the angles can be chosen in the range of 23 to 29 degrees, preferably being 24.2 or more, and 28 degrees or less, and most pxefexably baiug about 27 degrees.
In the embodiment illustrated in Figures 3a and 5b, in single coil mode, central trough 212 can cradle a coil up to 84 inches in diameter, as indicated in dashed :fines as C84. A 74 inch coil is indicated as C74. Similarly, in a two-coil loading configuratipn, each of the outboard trougha 214 or a16 can accommodate a coil of up to 48 inches, indicated as C48. In the triple coil configuration each of the troughs can hold a 30 inch coil, indicated as C30. Alternatively a 38 inch diameter coil, iadi,catod as C38, can be accommodated in central tough 214 while two 30 inch coils are cradled in outer troughs 212 and 216.

A transversely extending member, or crass beam member, is indicated as 275, and spans the trough structure from side sill 20b to side sill 204. As illustrated in Figure 5b, member 2T5 is in a position to restrain longitudinal motion of coils mounted in any of the three troughs. As indicated by angle ~, when measured at mid-height (in this case, at the level of its horiaontal web) cross beam member subtends a portion of a minor arc of coil C74. In the preferx'ed embodiment vy is greater than 108 degrees, typically being about 122 degrees for coil C74 and about 112 degrees for coil C84.
The movable cross-beam member 275, namely coil stop 280, is ahown in Figures Sb and Sc. It has the general farm of an I-beam set on its side such that flanges 282, 284 of the Z-beam stand in vertical planes perpendicular to the longitud~al centerline of car 200, and web 283 lies in a horizontal plane between the flanges. Web 283 is perforated, having a number of apertures in the nature of round holes Z85 formed in it to reduce its weight. An end plate 286 is welded across esoh end of the I-beam, each end plate having through holes for accommodating locating releasable retainers in the nature of pins 288. Each pair of locating pins is joined by a 20834843.2 DEC, 15. 2000 5:38PM NQ, 7009 P, 35 -m -lanyard 290. Lanyard 290 is preferably a cable but could also be a wire, cable, chain or strap. In use, pins 288 extend through plate 286 to seat in a pair of apertures, or sockets, in strip 259, thus preventing coil stop 2g0 from shi~ng in the fore-and-aft {i.e., longitudinal) direction relativt to tht troughs. When so ttig$gtd, a loclrittg g member x92 pivots on a pin to bear against a shoulder of puts 288, thus preventing them from disengaging from strip 259. In use, locking member 292 is held in place by a laterally inward retainer 294 that prevents the handle of locking member from moving laterally inboard. To release pins 288, the handla of locking member 292 is pivoted upwards, such that locking member 292 no longtr blocks tht retraction of the shoulders of pins 2$$. Pulling on lanyard 290 then releases piixs 292, permitting coil stop 280 to be moved to a different location. A slider 296 is mounted under es,ch of end plates 286 and bears upon angle imn 261. It is advantageous for slider 296 to have a sliding bearing surface, such as a nylon or high moltcular wtight polymer pad or facing.
Figures 6a, 6b and 6e Figure 6a shows an alternative embodiment of coil car to that of Figure 4, Sa arid 5b, indicated generally as 300. Coil car 300 differs from coil car 200 in that, rather than having upwardly stepped cross btarors such as cross bearers 20$, coil car 300 has cross bearers 302 having a horizontal lower flange 304 caxxied flush with the bottom flange of center sih 304. Cross bearer 302 has a correspondingly deeper web 308, and gussets 310, 312 and 314. A further radiused gusset 318 lies in the plane of web 30$ and extends between lower flange 304 and bottotil chord 316. Coil car has trough structure 210 as described above and employs coil stop 280, and related fittings, also as described above.
Figure 6b shows another alternative embodiment of coil car to that of Figures 4, Sa and 5b, indicated generally as 3Z0. Coil car 320 differs from coil car 200 in having cross bearers 322 having a lower flange 325 that extends in an inclintd plane upward and outward from center sill 324. CBrresponding changes arc made in the size of web 326 of cross bearer 322, end in gussets 32$, 330, 332 and 334.
In the alternative embodiment shown in Figure 6c, a coil car 340 can be constructed without a center sill between rail car trucks 26 and 28. That is, stub sills can be employed at either end of the coil car body with no main sill between deep side sills 342 and 344. Coil car 340 has transverse structural members in the nature of cross beartrs 346 that extend as continuous beams between a pair of deep side sills 34$ and 350. Gussets 352 and 354 are built up in the manner of gussets 124 and 208348x3.2 DEC. 15, 2000 5:39PM N0, 70D9 P. 36 - 3z -noted above, to support upper flanges 356, 357 and 358, that are similar to items 125, 127 and 129, noted above. The general stringer, trough sheet and cushion structure is also similar to that of car 20. The upper flange 360 of cross bearer 346 i&
supported at the juncture with flanges 358 by gussets 362. Cross bearer 346 has a continuous bottom flaage 364.
figure 7a is an isometric view of a preferred embpdimex~t of coil cat, indicated generally as 400. It has first and second end sections 402, 404, carried over spaced apart rail car trucks 406, 408. Side sills 410, 412 extend between end sections 402 and 404. A modest center sill 414 extends from end to end of coil car 400 along the longitudinal centerline, and terminates at draft pockets with draft gear and couplexs xzt the manner of rail road cars genexally. Main balsters extend laterally outboard from center sill 4x4 at the truck centers to meet side sills 410 and 412. An array of cross bearers 418 is spaced along car 400, and is slung between aide sills 410 and 412, and center sill 414 generally as described above in the context of car 200.
A trough structure, generally indicated as 420, is mounted above, and supported by, cross bearers 418 and between side sills 410 and 412. That is, side sills 410 and 412 extend longitudinally along the outboaxd edges of, and define bounds of, trough structure 420. As in the other embodiments, aide sills 410 atad 412 lie at, or just ~uvithin, that is, within two inches of, the AAR plate B width limits. Trough structure 420 includes a central trough 422, and left and right hand laterally outboard troughs 424 and 4z6, having the same structure and geometry as troughs 212, 214 and 216 of coil ear 200, described above. Each of troughs 422, 424, arid 426 has a walkway 421, 423, 425 with tread plates 428 located at the bast, or groin, that is, the valley bottom, of the particular trough. Movable coil stops, each indicated as 430, are mounted between side sills 410 and 412 as more fully described below. Each coil stop has a stile, or step, 431 with a roughened tread plate 432 and hand grabs 433 to aid personnel in walking along the valley of central trough 422. Although six coil stops arc illustrated, this is representative of any reasonable ntux~ber of coil stops more generally, such as may be appropriate for anticipated loading conditions, and overall tnaxitnum car weight when loaded. Coil car 400 has a removable cover, indicated generally in Figure 7b as 405, and cover guides 407 mounted at the corners of the car on the end bulkheads to aid in locating cover 405 in place.
20834843.2 DEC, 15. 2000 5;39PM N0. 7009 P. 37 Coil car 400 differs from coil car 200 in a number of respects. First, as shown in Figure 7b, lower flange 434 of cross bearer 418 has an upwardly angled portion 435 adjoining the lower flange 436 of center sill 414, and a flat portion 437 extending from portion 435 to a distal tip next to the lap joint of web 438 with the vertical stif~'ener 440 of side sill 41 D (or 412, as rrtay be).
Second, the construction of coil stop 430, and its mating tngagemcnt strip of side sill 410 (or 412) dif~bra from that of coil stop 280 and strip 259 described above.
As with coil stop 280, coil stop 430 has the construction of an I-beam 442 having flanges 443 and 444 lying in spaced apart vertical planes, and a web 445 lying in a horizontal plane between flanges 443 arid 444. As above, web 445 is perforated, having lightening holes indicated as 446. I-beam 442 is capped at either end by end plates 448. However, rather than the horizontal pin an~angement of coil stop 280, end plates 448 have toes 450 that extend past flanges 443 and 444 ins the longitudinal direction of car 400. Foes 450 each hare rollers 452 mounted to them to engage a load bearing member of the side sill, as described below. In addition, a pair of perforated bars, or strips 451 and 452 are welded to the laterally outboard faces of plates 448. Strips 451 and 452 stand in parallel horizontal planes and extend outwardly from end plates 448. The perforations 454 and 455 in strips 451 and are aligned with each other. Perforations 454 and 435 are slots having an oblong shape to permit lateral tolerance in the placement of coil stop 430 relative to side sills 410and4X2.
Third, the construction of the top chord is different from that of top chord 250.
As above, each of side sills 410 and 412 has the same profile, given that, in terms of primary structure, coil car 400 is structurally symmetrical both about the longitudinal centerline and the transverse central plane of the car. each of side sills 410 and 412 has a top chord assembly, generally indicated as 456, a bottom chord indicated as 457, and a webbing assembly 458 extending between the tap and bottom chords.
Webbing assembly 488 includes both a web sheet 460 and stiffeners in the nature of posts 462 that extend between the top and bottom chords at longitudinal stations corresponding to the longitudinal planes of the webs of cross bearers 418, to which they are welded.
In contrast to the dog-legged closed box section of top chord 288, top chord assembly 456 includes a trapezoidal hollow tube 464 having inner and outer walls parallel to the slope angle of web sheet 460, and a perpendicular base wall.
The top wall 465 of hollow tube 464 is formed to lie in a horizontal plane. ,4n inwardly ?0834843.2 DEC. 15. 2000 5;39PM N0, 7009 P, 3B

opening C-shaped formed channel member 466 has a back 467 and parallel Iegs and 469. Leg 4(8 lies upon, and is welded to, top wall 465, such that back 4b7 stands in a vertical plar4e. A cowling support bracket 470, is welded to back 467.
Cowling support bracket 470 has the form of an ~gla having a relatively tall vertical log 471 S whose toe is welded to the outboard faro of back 467 of channel member 4b6, and a relatively short inwardly extending horizontal leg 472 that extends from the upper ettd of leg 471 inboard toward the car centerline. Leg 47z is a flange having sufficient width (i.e., the length of the leg from the angle to the tip of the toe) to support coil cover 405 such as commonly used on coil care to protect the Lading firm rain and I O snow, (More generally, courts such as cover 405 can be used with each of the other embodiments described herein). The upwardly facing surface of log 472 and the correspondictg upwardly facing surfaces of end bulkheads 484 define respective longitudinal and traasversc edges of a rectangular periphery bounding the trough structure, The interface surface of the boundary matches the footprint of cover 405, 15 such that the trough structure, walkways and coil stops are carried within the footprint (i.e., within the vertical projection of area) of cover 405 when installed.
Cover 405 is removable to permit loading of coils into the trough structure.
As host seen in the enlarged detail of Figure 7a, the upper face of leg 4b8 20 grovxdes a trackway, or bearing surface, upon which rollers 452 can travel whop coil stop 430 is not locked in place. Strips 451 and 452 are carried an plates 448 at height to bracket upper leg 469 of formed channel meznbcr 4b8 in a sandwich arrangement.
Upper leg 469 has perforations 471 such that a securement or locking member, such ns pin 474, can be inserted through strip 451, leg 469 and strip 452. Pitt 474 has a 25 hoed 475 of sufficient sine to seat on the upper face of strip 451, and a rink 476 to which a cable, chain, or similar retraction means such as lanyard 290can be attached.
When pin 474 is installed, it is in a double shear condiraon. Two pins 474 are used at each end of coil stop 430 at any given time.
30 The pitch of the oval, or oblong, holes, apertures, slots or namely perforations 454 in strips 451 and 452 is slightly different frorxt the pitch ofperfvrations 471 in leg 469 such that a tnovetnent of less than a full pitch will cause a different set of holes to align, allowing a finer choice of positions. That is, the pitch of holes in lag 469 is 3 inches. The Bitch of the slots in strips 4S1 and 452 is 1.8 inohes. Liven the 8 slot 35 arrangement, the different pitches are such that at least 2 sets of slots and >aoles will line up at every O.b inch increment in travel along the leg 4b7. In this way, perforations 454 in strips 451 and 452, and perfora4ons 471 in strip 469 act as co-2og34843,2 bEC. 15. 2000 5;40PM N0, 7009 P, 39~ ~ --operating indexing members. T'he pitch of ono set of indexing members is different from tho pitch of the other, such that the effective resolution, or incremented graduation, is less than either pitch by itself.
The mounting of rollers 452 on the extending tugs ox tots 45D, or lugs, of end plates 446 gives a relatively loxrg wheelbase for coif stop 430 and facilitates operation of coil stop 430. While rollers are preferred, in an alternative embodiment a polymeric slider pad could be used in place of rollers as used in coil car 200. Nylon pads, or cushions, 4T1 are mounted to the outside faces of flangoa 443 and 444 in a 14 position to cont$ct coils carded in the troughs, and tend to discourage dacttage to the odge of the coils. Similar pads 47$ are mounted to the inward fact of tho end bulkheads 4»4.
In operation, rail yard pcraonnol can ascend the and walkways 4$0 of car 400 15 by means of the ladders 4$2 located at the corners of the car. Personnel can step over end bulkhead 484 and walk along the walkways provided along any of troughs 4Z2, 4~4, or 42b. A step with a tread plate 4$6 is provided on end bulkhead 484 oppa8itc the end of the walkway of central trough 4Z2. In stepping over each coil stop porscnnel can steady themselves with the assistance of the safety appliances, namely 20 handles 433 having the form ofU-shaped, downwardly opening hand rungs 48g, In the process of leading a coil, the coil stop pins are disengaged from leg and coils stops 430 arc urged to positions leaving a long enough space for the coil {or coils, if mare than one of the troughs is being used) to be loaded. Each coil is lowered 25 into place, typically by a crane. The next adjacent coil stops 430 are urged into position snug against the coil (or coils), or as nearly so as practicable, and the locking members, namely pins 4~4 are engaged as shown in Figure 7b. Shimming or packing materials are used if recluircd. The movement of coil stop 430 can be either by a single person working in the center trough, or by two persons co-operating to push ors 30 either side from the outer troughs. The next coil, or coils are placed in position, arid further coil stops are moved into position, and so on.
' and $

3$ In a further alternative embodiment, a coif car 480 can be constructed with a center silt having a variable depth of section. As about, coil car 4$0 is symmetrical about both it longitudinal centerline and a transverse axis at rnid-span between trucks zOS3a8431 CA 02328648 2000-12-15 _ _ DEC. 15. 2000 5:40PM N0, 7009 P, 4D

26, 28, henco only a half illustration is provided to reprcse~nt both ends.
Reforrin~g to Figures 8s, 8b, and 8c, the structure of coil car 480 includes a center sill extending longitudinally between rail oar ends 484 and 486. Center sill 482 is the primary longitudinal structural element in coil car 480 for resisting vertical loads.
Longitudinally extending side sills 490 and 492 are tied to centre sill 482 by an array of cross-members 488 that extend outwardly and away therefrom. The arraa~gement of canto sill 482, cross bearers 448 and side sills 490 and 492 support trough structure 494. Trough structure 494 has three parallel, longitudinally extending troughs 496, 497 and 49$, Central trough 498 is arranged between outboard troughs 496 and 497 and is carried at a lower height relative to TOR than outboard troughs 496 and 497.
Irxamining centor sill 4$2 in greator detail, it has a detp cexitral portion located iritormediate two relatively shallow end portions 302 and 504. Central I S portion 500 has a constant depth of section. The transition from the relatively shallow scctian at end portions 502 and sQ4 to the doep sactio~n at central section 500, occurs as a step, as shown in Figure 8a. A center sill of variable section, having shallow tnds to clear the tn~cks, and deeper mid-span depth, whether constant or tapered, are often referred to as fish belly enter sills, Alternatively, irt another embodiment, central portion S00 can have a variablo depth of section, the depth of section being greatest at a mid-span 70 distance between end portions 502 and 504. The maximum depth of section is provided at mid-span 70 to cotrospond to the location of the greatest bending monnent. The transition from the relatively shallow section at end portions 502 and 504 to the deep section at central section 500, occurs in a substantially linear fashion, that is, the section tapers linearly moving away from the mid-span 70.
Center sill 482 is cambered such that, in an unloaded condition, the mid-span clearance above top of rail is greater than at the truck centers. The camber allows the center sill d82, in an unloaded condition, to have a clearance about top of rail (TOR) at mid-span 70 that is greater than the clearance above TOk at a location away from mid-span 70. In this way the depth of section of centre sill 482 at mid-span 70 can be maximized, while maintaining the minimum required clearance above (TOR) for the coil car when in a loaded condition.
Referring to Figure 81y, $ah belly center sill 482 includes an upper flange 5I0, a lower Mange 51Z, and a pair of parallel vertical webs 514 and 516 that extend 20834aas.2 CA 02328648 2000-12-15 _ DEC, 15. 2000 5:41PM N0, 7009 P. 41 ~ -thcrabetween, Upper flange 510 of fish belly center sill 482 lies flush with the upper flange 506 of cross bearers 489. Vertical webs 514 and 516 extend below lowtr flange 508 of cross bearers 489 to join lower flange 512. At the location where lower flange 50$ of cross bearers 489 intersect with vertical webs 514 and 514, a gusset 5X$
is provided between vertical webs S14 and 51 G. A plate 520 is welded to lower Mange 502 of fish bully center sIl1482 to provide additional reinforcement.
rn this embodiment, a different side sill configuration is used. As shown in p'igure 8b, each of side sills 490 and 492 includes a top flange assembly 526 and a , web 528. No bottom flange assembly or bottom chord member is provided. The structure of side sills 490 and 492 does not extend below lower flange 312 of fish belly center sill 482. But rather terminates at the leval of the lower flange of cross bearer 489. Tap flange assembly 526 has a top chord member S30 in the rlaturo of a 3zallow rectangular steel tube 532. Web 528 has a bent upper margin welded to the outer face of rectangular steel tube 532 . Web 52$ extends downwardly, sad inwardly on an angle, and is attached to the ends of cross bearers 489.
The trough structure of coil car 480 is the soma ~ trough structure 38 of coil car 20, described above, A fish belly center sill coil car can also be manufactured having tha main sill and cross bearer construction of coil car 480, and the trough stricture of either coil car 200 or coil car 400, as shown in the Figures and described about, including internal walkways in the central or side troughs, or both. It will be understood that a center sill coil car, as shown in Figures 8a, 8b and $~, can have coil stops such as coil stops 180 or 23p, and coil stop retention means as described above.
as i a 9a 9h to a 1p Figures 9a and 9b show portions of a rail road coil car 550 whose structural elements are as described above in the context of rail car x00, and where those elerrtents arc common, the same identification numerals are employed. Coil tax differs from cat 200 (and car 400) by having an insulated trough structure.
Figure 9a shawl a half section of coil car 550 taken from in front of the last full depth cross bearer toward end bulkhead 215 (or 21'7). Au above, since car 550 is symmetrical, a de&cription of ono half is sufficient to describe both halves. Coil car 550 has a central trough 553 having Left and right hand opposed inclined slope sheets 554 and a pair of left and xight hand outboard troughs 555 each having opposed inboard and outboard inclined slope sheets 556, 55$ bearing the same proportionate lengths as the soasas43.2 DEC, 15. 2000 5:41PM N0. 7009 P. 42 corresponding slope ahetts of oar 200. Sheets 554, 55b and 538 era steel plates that overlie an array of cross bearers such as cross bearers 208. Toughs 553 and 555 are laved with coil cushioning members in the nature of wooden planl~ing 560, generally similar to wood decking 52 noted above, held in place with rcspectave retaining brackets 561, 562, and 563.
Respective layers of load supporting insulating material are indicated as 564, 565, and 56b. It is advantageous that this material be a ceramic or ceramic-like material having relatively low thermal conductivity as compared to steel, and a relatively high crush strength suitable for supporting the relatively concentrated load exertod under tangent contact of large steal coals. This material is a calcium silicate panel material identified as Marinite I, (t.m.) supplied by BNZ Materials, Inc., of 400 High Street, iron Horse Park, North Hilletica, MA 01862. Insulating layers 564, 565, .
and 566 are roughly ~/, inches thick. According to BNZ product literature, calcium silicate patrols of this nature do not support combustion and can be used in contact with objects in excess of 1000 F.
Insulating layers Sb4, 365, and 566 are overlain by load spreading protective layers, or liners, in the nature of respective wear plates 569, 5b~, and 570, malt of a bent steel plate of %a inch thiokness. Insulating layers 5d4, 565, sad s66 are nailed to planking 560. Wear plates 5b8, 569, and 570 are also maintained in place by retaining brackets 561, 56a, and 563. Each of wear plates 568, 569, arid 570 present an engagement, or baarin~ surface 372, 573, or 5~4 regpectivcly, to coils positioned in troughs 533 and 555, the size of the respective bearing surfaces measured along the slope being sufficient ko accommodate the range of coil lazes far whic$ the car is designed.
In addition to the deck insulation thus described, car 550 has insulation mounted to end bulkhead, 215 (or 21'n. Zrt the section of Figure 9b, the top chord of the side sill is indicated as 250, as above. An upper cross-member S74 in the foam of an I-boom turned on its side extends across car 550 from top chord to top chord. The endmost inclined cross member is a channel indicated as S'75. Charnel 575 is mounted on its aide, with toes inward against a trough cndwall panel member in the nature of a bullthead sheet 576. Channel 575 runs on the sarrte stepped slope profile as cross bearers z08 from center sill 202 to side sill top chord 250, the outboard tip being mitred to locate against vertical web Z54 and underneath top chord 250 in a manner similar to cross bearex member 208 shown in Figure 9a.
Bulkhead sheet 576 extends across the width of coil car 550 from web 256 of one side sill, to web 256 of tht other side sill, and is trimmed to accommodate top soa~sao.s DEC. 15. 2000 5:42PM NQ, X009 P. 43 chord 258. Bulkhead shoat S76 has an upwardly cxtanding lip S80 that statlds proud of (that is, higher than) the top flange of top chord 258, lapping against the longitudinally inboard facing surface of the inboard flange of upper cross member 574, A layer of insulating material for insulating the end bulkhead ",,all, (namely bulkhead sheet 576,) in the nature of a ceramic or ceramic-like material is indicated as 582. It is preferred that insulating material 582 be a oalcium silicate structural insulation, such as Marinite I (t.m.) noted about, and that the lower edge (aa installed) of the i~ulatixtg layer be forxnod, or trimmed, to match the sloped profile of slope sheets 554, 556, 558 and the top flango of center sill 202. The upper edge of insulating material 582 conforms to the upper edge of end bulkhead sheet 576.
In contrast to the bulkhead sheets of car 400, of Figure 7a, bulkhead sheet 576 does not have cuahionin~g material like cushioning material d78 in the nature of a high 1S molecular weight polymer that might be prone to melting or catching fire, Rather, insulating material 582 is captured between bulkhead shit S7b and an end bulkhead liner, or wear plate, 584, that has a bent lip, or leg 586 mating with the uppermost tip of the innermost flange of cross member 574. Wear plate 5$d hoe a major portion, being a depcndittg sheet terminating at, abutting and attached to, slope sheets 554, 556 and 558. Wear plate 584 may tend to protect insulating layer 582 from accidental damage due to coil mis-handling, and presents a smooth, hard surface free of flammable or meltable materials toward coils carried in troughs 553 or 555.
In the embodiment of Figure 10a, a rail road coil car 600 has the samo construction as rail road car 550, except insofar as wooden cushioning planking is not employed. Rather, insulating layers of structural thermal insulation, indicated as 60Z, 603 and 604, respectively, are mountod directly on slope sheets 606, 607 and 608. A
stop strip 609 is welded to the upper flange of the center sill to provide an abutment against the lower edge of thermal insulation b02, thus to discourage thermal insulation 602 from migrating down tho alopo of sheet 606 toward center sill 202.
Insulating layers 602, 603, and 604 are overlain by load spreading protective layers, or liner, in she nature of respective waar plates 610, and 611, and b12, each made of a bent steel Plato of'/, inch thickness. Wear plate 610 has minor bent legs formed as tabs folded over the vertex between slope sheets 606 and 607. Tabs 612 are bolted to slope sheet 607 in reliefa formed in insulating layer 603 end wear plate 611, The head of the bolt 614 lies shy of the plane of the surface of wear Plato 611, aiad both the bolt head and nut have insulated washers above and below slope sheet 607. Wear plate 611 has corresponding bent tabs 616 folded over the vertex between the central and outboard troughs, as shown in Figure 10b. The major legs of wear plates 610, arid 208J484~.2 CA 02328648 2000-12-15 _ DEC. 15, 200D 5:42PM ~ N0, 70D9 P. 44 611, and 612 each present an engagement, or bearing surface to coils positioned in either the control or outboard troughs, the size of tl~e leg measured along the slope being sufficient to accommodate the range of coil sizes for which the car is desigcted.
S As described, irn this way thermally insulative material having sufficient structural strength to bear the load of coils is placed dirtctly upon the slope sheets, the assembly so formed being free of flammable materials such as wood or plastic.
That is, the non-flammable thermally insulative material is directly in conkact with the slope sheets. Unlike the wooden planks, the thermally insulative layer is non t0 flammable to a tennperature of at least 400 F.
Tlte insnated features of the coil car embodiments of Figures 9a, 9b, 10a and 10b, can be applied, with suitable changes in geometry, to others of the examples of coil oars described herein such as coil car x0, 400, or coil car 500 so as to combine the 15 insulated features of coil oars 550 or 600 with the features of coil cars 20, 400 or 500.
A preferred eutbadiment has been described in detail and a number of alternatives have been considered. As chance$ in or additions to the above described embodiments may be made without departing frotn the nature, spirit or scope of the 20 invention, the invention is not to be limited by or to those details, but only by the appended claims.
aos3as~.a

Claims

-41- We claim:
1. A rail road coil car comprising:
a trough structure supported by railcar trucks for rolling motion in a longitudinal direction;
said trough structure including first, second and third longitudinally aligned side-by-side troughs;
each of said first second and third troughs having deck sheeting for carrying coils loaded in said troughs; and at least one of said troughs having a thermally insulative material mounted above the respective deck sheeting therof.
2. The coil car of claim 1 wherein said trough structure includes laterally extending end walls, and said end walls have thermally insulative material mounted thereto.
3. The rail road coil car of claim 2 wherein said end bulkheads each have a face oriented inwardly toward said trough, and said thermal insulation is mounted to said inwardly oriented face.
4. The rail road coil car of claim 3 wherein a liner is mounted to said thermal insulation material, said liner being mounted to face coils carried in said trough structure.
5. The rail road coil car of claim 3 wherein said thermal insulation material is mounted between said inwardly oriented face of said bulkhead and a wear plate.
6. The rail road car of claim 1 wherein said thermal insulation material mounted to said slope sheets is overlain by a liner.
7. The rail road car of claim 6 wherein said thermal insulation material mounted to said slope sheets overlies wooden planking.
8. The rail road car of claim 6 wherein said thermal insulation material mounted to said slope sheets is in direct contact with said slope sheets.

trough, said layer of insulation material mounted to each of said end bulkheads being shielded by a wear plate.

18. The rail road car of claim 18 wherein said insulation material above said slope sheets, anti said insulation material mounted to said end bulkheads being non-flammable to at least 600 F.

19. The rail road coil car of claim 18 wherein said non-flammable insulation material lies directly in contact with said slope sheets.

20. The rail road coil car of claim 18 wherein said trough structure is supported by a plurality of crass members mounted along said car, and said trough structure is slung between a pair of side sills whose depth of section exceeds that of said trough.

21. A triple trough rail road coil car comprising a trough structure mounted on rail car trucks for rolling operation in a longitudinal direction, said trough structure including three side-by-aide troughs, at least one of said troughs having a pair of opposed inclined slope sheets co-operable to cradle a coil, and a pair of end walls mounted transversely relative to said slope sheets to done end bulkheads of said trough structure, said end bulkheads having thermal insulating materials mounted thereto.

22. A railroad tail car, having a length and a width, said coil car comprising:
a pair of first and second end structures each mounted upon a rail car truck;
a pair of side sills extending between said end structures; and a trough structure for carrying coils mounted between said side sills;
each of said side sills having a top chord, a bottom chord and intermediate structure joining said top and bottom chords; and said coil car having a greater width measured across said top chords of said side sills than across said bottom chords of said side sills; and said trough structure being lined with thermally insulative materials.

23. The railroad coil car of claim 1 wherein said intermediate structure of each of said side sills includes a web extending between said top and bottom chords, and is inclined at an angle from vertical.