GB2346600A - Railway wagon for carrying containers - Google Patents

Abstract

The wagon (10) comprises two bogies (12,14) supporting between them a bed (16) comprising raised sections (18,20) above each bogie and a lowered section (22) between the bogies. Adjustable spigots (24,26) are provided on the lowered section which, in an active position provide support for one end of a container also supported on the raised section of the bed, see Fig 1a, and in an inactive position permit loading of containers on the lowered section of the bed, see Fig 1g. The adjustable spigots each have at one end a spigot lug for engagement with a container, and at the other end a pivot connection to enable pivoting of the spigot. The pivot connection comprises a pin in the bed received within a slot in the spigot. The other end of the spigot comprises a block receivable in a socket to lock the spigot in its active position. The pin is slidable along the slot to release the block from the socket so as to permit pivoting of the spigot to its inactive position below the bed (22).

Description

Railway Wagon This invention relates to railway wagons adapted to carry freight containers. Freight containers have standard dimensions throughout the transport world having standard height, width and lengths. Lengths are variable to cater for different loads, but widths are essentially fixed. The dimensions are established in imperial units of eight feet six inches by eight feet (height and width), and lengths of twenty, thirty or forty feet.

(Indeed, for this reason, imperial units shall be used throughout this specificationappropriate SI-conversions are given at the end of the specific description. Moreover, references to eight-or nine-foot-six containers are references to their height, unless the context makes it clearly different, while twenty-, thirty-and forty-foot containers are references to their lengths).

Railway wagons generally comprise a flat bed between bogies at either end, and are arranged usually to have a length of sixty feet so that various combinations of two or more containers can be carried by each wagon; that is to say, three twenty-foot, two thirty-foot, or one forty-foot and one twenty-foot container.

Each container is provided at all eight comers with absolutely dimensionally fixed carrying and locating corner castings, each corner casting having holes enabling locating lugs or carrying hooks to engage the container for location during transport or engagement during repositioning by crane or appropriately designed fork-lift truck.

These corner castings must be in fixed positions so that a container will fit in any ship, train or lorry adapted to transport freight containers, and can be manipulated by all lifting and moving equipment adapted to that sort of arrangement.

Despite the constraints imposed on freight containers by these standard dimensions and fixing comer castings, it is frequently attempted to redesign containers to increase their loading capacity. It is often the case that containers are filled without exceeding their maximum weight capacity when low density freight is being transported. Thus it is known to widen the container between its ends, while still retaining the standard dimensions for location of the fixing corner castings. It is now also proposed, and indeed already implemented, to provide taller containers (hereinafter referred to as nine-foot-six containers) of nine feet six inches (2896 mm) in height instead of eight feet six inches (2591 mm). This increase in height is of no consequence to ship transportation since containers are frequently stacked one upon the other, so that the increased height merely reduces the number that can be stacked. On roads, the height is also not a problem with many much taller vehicles being able to negotiate bridges and the like than those carrying the usual eight-foot-six containers. It is on the railway, however, where problems have been encountered.

In the UK, (and the same is true elsewhere in the world to a greater or lesser extent), there is a defined loading envelope within which a train carriage or loaded wagon must be completely enclosed before it is allowed on the railway network. If it falls within this envelope it will be able to negotiate a certain range of track within a specific territory (ie fit in tunnels, under bridges, past station platforms etc). This general rule is affected, however, by the length of the wagon, and the longer it is, the thinner it needs to be in order to guarantee safe negotiation along specified track. As well as demonstrating fit within the envelope, therefore, it is normal also to supply an appropriate calculation to show that the length of the wagon will not jeopardise that safe negotiation. In the UK, the envelope is one of the smallest in the world and, while eight-foot-six containers and their wagons have long been designed to fit within the envelope, it is not straightforward to fit a nine-foot-six container on a railway wagon.

Bogies are generally standard items and it is a simple fact that, given a wheel diameter of 840 mm, and a rail gauge less than eight feet in all cases where these freight containers are carried, there simply is not enough space above the wheels to fit a ninefoot-six container. It has been proposed therefore to alter the bed of the wagon so that it drops down between the bogies and so that there is sufficient room to accommodate nine-foot-six containers. Indeed, in this way, it is possible to fit two twenty-foot, or one forty-foot, container between the bogies. Consequently it is now possible to arrange for nine-foot-six containers to be carried by rail.

Of course, the same combinations of eight-foot-six containers can also be carried by such wagons, but it has been realised that, in fact, there are fewer possible combinations of lengths than with traditional flat bed wagons. Unfortunately, it is not merely a matter increasing the length of the wagons to restore the previous combinations, because this will adversely affect the calculation mentioned above. The forty feet, or thereabouts, between bogies is essentially the maximum possible for some loading envelopes.

It is therefore an object of the present invention to provide a railway wagon capable of transporting nine-foot-six containers while at the same time being able to retain the previously possible range of combinations for eight-foot-six containers.

In accordance with the present invention there is therefore provided a railway wagon comprising two bogies supporting between them a bed comprising raised sections above each bogie and a lowered section between the bogies, adjustable spigots being provided on the lowered section which, in an active position provide support for one end of a container also supported on the raised section of the bed, and in an inactive position permit loading of containers on the lowered section of the bed.

Thus, nine-foot-six containers can be carried on the lowered section of the bed, while if eight-foot-six containers are to be carried, they are positioned on the raised section of the bed with their overhang over the lowered section being supported by the adjustable spigots. If the adjustable spigots are provided in appropriate locations, it is possible to achieve the same combinations of loading as with traditional flat bed wagons.

Preferably, two pairs of adjustable spigots are provided on either side of the lowered section, each pair being spaced from a respective end of the wagon by a first unit of length and being separated from one another by the same unit of length, so that two containers of said unit of length may be supported between the two raised sections and the respectively nearest pair of spigots, and a third container of said unit of length may be supported between the pairs of spigots. With this arrangement, it is also possible to support a container of two of said units of length between one raised section and the pair of spigots most remote therefrom, while a further container of single unit length is supported between that pair and the other raised section.

Needless to say, only one spigot of a pair is required to support a container, each spigot in a pair being separated from one another sufficient to provide the requisite clearance between the ends of adjacent containers. Furthermore, at the present time, the unit of length is twenty feet; feasibly this unit may change or could obviously be varied.

Fixed spigots are provided at the ends of the raised sections to accommodate and locate the containers on the raised sections. Likewise, fixed spigots are provided at the ends of the lowered section, preferably separated by two units of length so that a container of two units of length may be supported on the lowered section. Ideally, a hinged pair of spigots is disposed halfway between the ends of the lowered section so that, in an operative position, they can accommodate and locate two single unit length containers between themselves and the fixed spigots at the ends of the lowered section, or in an inoperative position, not interfere with the accommodation and location of said two unit length container.

Ideally, a third pair of adjustable spigots are provided in the same position as said central pair of hinged spigots, whereby two one-and-a-half unit length containers may be supported between the raised sections and said third pair of adjustable spigots when they are in an active position thereof.

Preferably, said adjustable spigots each comprise at one end a spigot lug for engagement with a container, and at the other end a pivot to enable adjustment of said spigot between said active and inactive positions. Said pivot may comprise a pin received within a slot and said other end may comprise a block receivable in a socket to lock the spigot in said active position, the pin being slidable along said slot to release said block from the socket so as to permit pivoting of the spigot to its inactive position.

The pin is preferably fixed to the wagon, the slot being formed in the spigot.

The invention is further described hereinafter, by way of example, with reference to the accompanying drawings, in which: Figures 1 (a) to (g) are schematic side views of railway wagons in accordance with the present invention showing the various combinations of container load possible; Figures 2a and b are a fragmente side view of a wagon in accordance with the invention, Figure 2b carrying on at its left from the right-hand side of Figure 2a; Figures 3a and 3b are views in the direction of the lines A-A and B-B in Figure 2b; and Figures 4a, b and c are views of a spigot arrangement, in Figure 4a, along the lines I-I in Figure 4c, in Figure 4b, along the line II-II in Figure 4a, and in Figure 4c, in the direction of the arrow III in Figure 4a.

Referring to Figures 1 (a) to (g), a railway wagon 10 comprises two bogies 12,14 supporting a loading bed 16 at either end thereof. Above each bogie is a raised section 18,20 of the bed 16, while in between the bogies 12,14 there is a lowered section 22 of the bed 16. Two pairs 24,26 of adjustable spigots are provided on the lowered section 22 so that three 20-foot containers 28a, b and c can be supported on the bed 16. At one end, the container 28a is supported by a fixed spigot 29a and one of the adjustable spigots 24. The intermediate container 28b is supported by the other of the spigots 24 and one of the spigots 26. The final container 28c is supported by the other of the spigots 26 and another fixed spigot 29b at the other end of the wagon 10 on its raised section 20. Each container is capable of loading to a maximum of 22 tonnes each.

In Figure l (b) two such containers are shown supported by the wagon 10, but since there are only two, each can be loaded to a greater extent, ie 33 tonnes each.

Figure 1 (c) shows a variation of Figure l (a) wherein three containers are shown but each has a different loading capacity, ie 15.5 tonnes for each end container and 35 tonnes for the middle one.

Figure l (d) shows that the spigots 26 have been stowed in an inactive position (described further below) because the spigots 24 support to one side a container 28a such as shown in Figure l (a), while the other spigot 24 supports, with the spigot 29b on the raised end 20 of the carriage 10, a much longer container 28d. Containers 28a, d can be loaded 25 tonnes and 35 tonnes respectively.

Figure 1 (e), however, shows an arrangement similar to Figure I (d) but with a different loading arrangement, 35 and 5 tonnes respectively. Such variations in loading are quite common so that bulky, low density freight might fill a carriage 28d and only weigh 5 tonnes, while a small container 28a might be only partially filled with high density freight, and yet weigh, for example, 35 tonnes. Containers 28 are normal eight-foot-six containers. Although these loadings are given, this is purely by way of example which, in this case, is predicated on a maximum permissible loading of 45 tonnes per bogie with the wagon itself weighing 24 tonnes.

In Figure l (f), both spigot pairs 24,26 have been rendered in their inoperative position and a container 30a has instead been positioned on the lowered section 22 of the bed 16 supported between fixed spigots 3 la, b at either end of the lowered section 22.

Finally, in Figure l (g) two shorter containers 30b, c are likewise supported on the lowered section 22, container 30b supported on fixed spigot 3 la and one of a pair of hinged spigots 33. The other container 30c is supported on the other of hinged spigots 33 and fixed spigot 3 lb at the other end of the lowered section 22. All container forms 30 are nine-foot-six containers.

In Figure l (f) hinged spigots 33 have been hinged to an inactive position so that they do not interfere with the container 30a. Hinged spigots 33 are known in the art and are not described further beyond to say that they each comprise a plate hinged to the carriage 22, the plate comprising a lug to engage in an eye in its support member and an upstanding spigot to engage with the comer casting of a container.

Turning to Figures 2a and b, a carriage 10 in accordance with the present invention is shown in more detail. Thus the bogies 12,14 can be seen in more detail, as well as fixed spigots 29a, b and 31a, b, hinged spigots 33 and adjustable spigots 24 and 26, the former being shown in an inactive position and the latter in their active position.

Turning to Figures 3a, b, these show the loading envelope 40 for a railway wagon currently applicable in the UK. However, similar profiles will apply throughout the world to a greater or lesser extent. In Figure 3b, it can be seen that between the raised section 20 and the ceiling 42 of the envelope 40, there is just room for an eight-footsix container 28. In Figure 3a, however, it can be seen that between the lowered section 22 of the bed 16 and the ceiling 42, there is just room for a nine-foot-six container 30. Also visible in Figure 3a are spigot pairs 26, one pair disposed on each side of the bed 16. Bed 16 comprises two main longitudinal girders 44 and two side girders 46 with periodic braces 50a, b, c between.

In Figure 4a a side view of a spigot pair (26, for example) is shown. One spigot 26a is shown in an active, erect position, while spigot 26b is shown in an inactive stowed position.

To the side of C-shaped girder 46, is welded a plate 50. Outwardly spaced from the plate 50 is a further plate 52 (see also Figures 4b and c), which corresponds in shape with plate 50. Plates 50,52 are interconnected by upper crossbar 54 and two pairs of lower crossbars 56. Each pair of crossbars 56,58 comprises an outer crossbar 56a, 58a and an inner crossbar 56b, 58b. Between each inner crossbar 56b, 58b and the upper crossbar 54 is a bracing plate 60,62. Finally, a pin 64,66 completes the connections between the two plates 50,52.

Each spigot 26a, b comprises a main body at the top of which is disposed a standard spigot lug 70. At its lower end, the spigot 26a has a slot 72 which receives the pin 64.

At its lower end, the spigot 26a, b has a block 74 which is sized to locate precisely in the socket formed by lower crossbars 56,58. Thus, as shown in its active position in Figure 4a, the spigot 26a can be locked in position by a combination of the block 74 being received in the socket 56, and a portion of the spigot being wedged between the pin 64 and the upper block 54. When a container is supported on the spigot lug 70, the weight of the container is taken primarily by the pin 64, front to back forces being accommodated primarily by the pin 64 and top cross member 54 and the lower cross members 56. Sideways forces are accommodated by washers 76, on either side of the spigot 26a, b around the pin 64, and fillers 78 between the lower cross members 56a, b.

In order to remove the spigot 26a, b to its inoperative position as shown to the right in Figure 4a, the lower end of the spigot 26 is lifted vertically until the pin 64 contacts the base of the slot 72. In this position, the spigot can be rotated outwardly without the block 74 contacting either the cross members 56 or the plate 60,62. In its inoperative position, the spigot rests on supports 80 where it can be seen that no part of the spigot rises above the surface line 22 of the bed 16.

To raise the spigot 26 to its operative position, it is merely pivoted about pin 56 until it can start to drop downwards, the block 74 running against plate 60,62 guiding the block 74 into the socket formed by cross arms 58a, b.

SI conversions An eight-foot-six container is 2591 mm high, by 2438 mm wide. A nine-foot-six container is 2896 mm high. A twenty-foot container is about 6100 mm long. A thirty-foot container is 9125 mm long. A forty-foot container is 12192 mm long.

Claims (15)

1. CLAIMS 1. A railway wagon comprising two bogies supporting between them a bed comprising raised sections above each bogie and a lowered section between the bogies, adjustable spigots being provided on the lowered section which, in an active position provide support for one end of a container also supported on the raised section of the bed, and in an inactive position permit loading of containers on the lowered section of the bed.
2. 2. A railway wagon as claimed in claim 1, in which two pairs of spigots are provided on either side of the lowered section, each pair being spaced from a respective end of the wagon by a first unit of length and being separated from one another by the same unit of length.
3. 3. A railway wagon as claimed in claim 2, in which only one spigot of a pair on each side of the wagon is adapted to support one end of a container, each spigot in a pair being separated from one another sufficient to provide a predetermined clearance between the ends of adjacent containers.
4. 4. A railway wagon as claimed in any preceding claim, in which fixed spigots are provided at the end of the raised sections remote from the lowered section to accommodate and locate the containers supported on the raised sections.
5. 5. A railway wagon as claimed in any preceding claim, in which fixed spigots are provide at the ends of the lowered section.
6. 6. A railway wagon as claimed in claim 5, in which said fixed spigots of the lowered section are separated by two units of length so that a container of two units of length may be supported on the lowered section.
7. 7. A railway wagon as claimed in claim 6, in which a pair of hinged spigots is disposed halfway between the ends of the lowered section so that, in an operative position, they can accommodate and locate two single unit length containers between themselves and the fixed spigots at the ends of the lowered section, or in an inoperative position, not interfere with the accommodation and location of said two unit length container.
8. 8. A railway wagon as claimed in claim 7, in which a third pair of adjustable spigots are provided in the same position as said central pair of hinged spigots, whereby two one-and-a-half unit length containers may be supported between the raised sections and said third pair of adjustable spigots when they are in an active position thereof.
9. 9. A railway wagon as claimed in any preceding claim, in which, said unit of length is twenty feet.
10. 10. A railway wagon as claimed in any preceding claim, in which said adjustable spigots each comprise at one end a spigot lug for engagement with a container, and at the other end a pivot connection to said bed to enable adjustment of said spigot between said active and inactive positions.
11. 11. A railway wagon as claimed in claim 10, in which said pivot connection comprises a pin received within a slot and said other end comprises a block receivable in a socket to lock the spigot in said active position, the pin being slidable along said slot to release said block from the socket so as to permit pivoting of the spigot to its inactive position.
12. 12. A railway wagon as claimed in claim 11, in which the pin is fixed to the wagon, the slot being formed in the spigot.
13. 13. A railway wagon as claimed in claim 11 or 12, in which the spigot, in its in active position is entirely below the level of the lowered section of the bed.
14. 14. A railway wagon as claimed in any preceding claim in which the adjustable spigot is non-detachably connected to the wagon.
15. 15. A railway wagon, substantially as hereinbefore described with reference to the accompanying drawings.