US20040016362A1 - Tri-level railcar - Google Patents

Tri-level railcar Download PDF

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Publication number
US20040016362A1
US20040016362A1 US10/338,813 US33881303A US2004016362A1 US 20040016362 A1 US20040016362 A1 US 20040016362A1 US 33881303 A US33881303 A US 33881303A US 2004016362 A1 US2004016362 A1 US 2004016362A1
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US
United States
Prior art keywords
railcar
deck
decks
accordance
tri
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US10/338,813
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English (en)
Inventor
Robert Cencer
Michael Rench
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Trinity Industries Inc
Original Assignee
TRN Business Trust Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by TRN Business Trust Inc filed Critical TRN Business Trust Inc
Priority to US10/338,813 priority Critical patent/US20040016362A1/en
Assigned to TRN BUSINESS TRUST reassignment TRN BUSINESS TRUST ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CENCER, ROBERT J., RENCH, MICHAEL J.
Publication of US20040016362A1 publication Critical patent/US20040016362A1/en
Assigned to TRN, INC. reassignment TRN, INC. MERGER (SEE DOCUMENT FOR DETAILS). Assignors: TRN BUSINESS TRUST
Assigned to TRINITY INDUSTRIES, INC. reassignment TRINITY INDUSTRIES, INC. MERGER (SEE DOCUMENT FOR DETAILS). Assignors: TRN, INC.
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/02—Wagons or vans with multiple deck arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/18—Wagons or vans adapted for carrying special loads for vehicles

Definitions

  • the invention relates generally to railcars, and more particularly to an improved railcar for carrying automotive vehicles in commercial rail service.
  • tri-level auto rack railcars have been constructed by building racks on flatcars.
  • the deck of the flatcar functions as the first deck of the tri-level car, and the second and third decks are supported by the rack.
  • the first, second and third decks are commonly referred to as the A, B and C decks respectively.
  • the A deck typically has a depressed center portion between the trucks, whereas the B and C decks are at a generally uniform elevation along the length of the car. The clearance over the A deck is accordingly greater along the depressed portion.
  • Conventional tri-level cars have hinged end sections on their B decks to increase clearance or drive-in height at the ends of the A decks.
  • the hinged end sections are pivotable between raised positions for providing increased clearance, and lowered positions for supporting automotive vehicles.
  • the end sections are typically raised and lowered manually during loading and unloading operations.
  • springs are typically provided to apply upward force to the hinged sections when they are in their lowered positions.
  • the clearances at the ends of the A deck are typically quite limited when the hinged end sections of the B decks are in their lowered positions. Accordingly, in a typical tri-level railcar carrying 5 automobiles on each deck, the positions at each end of the A deck, i.e., the A1 and A5 positions, must be occupied by automotive vehicles with very low profiles, or otherwise must remain empty during transport. Thus, while the hinged end sections of the B deck permit flexibility in carrying various types of automotive vehicles in the three middle locations on the A deck, the A1 and A5 positions are of limited utility.
  • the rack structure In order for a railcar to be commercially viable for use in commercial service, the rack structure must have sufficient strength and rigidity to withstand many years of dynamic loading during transport of vehicles.
  • the loading on the rack includes longitudinal loads associated with acceleration and deceleration of the railcar, as well as various other loads associated with the motion of the car, the weight of the motor vehicles supported on the rack, loading and unloading of the motor vehicles, and the weight of the rack itself.
  • the rack structure typically relies on vertical posts to support the B and C decks, and relies on the B and C decks themselves to contribute strength and rigidity to the rack.
  • the hinged end sections of the B decks must have sufficient strength and rigidity to support the weight of motor vehicles during loading, unloading, and transport when in their lowered positions, but typically do not otherwise contribute significant strength or rigidity to the rack structure.
  • a cross-brace or brace bay is typically included in each side wall between the A and B decks and between a pair of posts near the hinged joint associated with each of the hinged end sections of the B deck.
  • brace bay contributes weight and expense to the railcar, and also locally reduces interior width, limiting the vehicle width that can be accommodated, and limiting the space available for drivers to walk past the vehicles during loading and unloading operations.
  • hinged sections of the B deck contribute expense without significantly contributing strength and rigidity to the rack structure. The need to raise and lower the hinged sections also increases the time required for loading and unloading, and adds to the amount of labor required in loading and unloading operations. In addition, the hinged sections require lubrication and other maintenance.
  • the invention provides a tri-level railcar that eliminates the conventional hinged end sections of the B deck.
  • the B deck is preferably fixed, i.e., bolted or welded in place along its entire length, rather than having hinged end sections as in the prior art cars discussed above, so that the B deck contributes to the strength and rigidity of the car.
  • the B deck is positioned at a higher elevation than in conventional auto rack cars.
  • a minimum clearance of 65 ⁇ fraction (15/16) ⁇ ′′, plus or minus 11 ⁇ 2′′, measured 30′′ off center, may be provided for each of the three decks. Clearances above each of the three decks may be approximately equal.
  • the car is preferably capable of carrying automotive vehicles up to about 63′′ in height, including the PT Cruiser on each of the decks, without requiring any upward displacement of end sections of the B deck to accommodate such vehicles on the A deck.
  • the railcar may be based on a conventional flat car, an upsill flat car, or a flat car having a 391 ⁇ 2′′ ATR (above top of rail) running surface.
  • high cambered decks are preferably employed at both the B and C level.
  • the overall height of the railcar is preferably the maximum permissible height, which under current regulations is 20′2′′.
  • Provision of fixed decks facilitates loading in that the all three decks may be continuously loaded and unloaded without the need to stop loading and unloading to pivot the B deck end sections.
  • circus loading is much more efficient.
  • the ability of the B deck to function as a structural member of the railcar from end to end may eliminate the need for cross braces, i.e., brace bays, as included in typical prior art tri-level auto racks. Elimination of the brace bays may reduce costs and weight, and may also increase interior clearances, and simplify door edge protection.
  • the railcar described above may also eliminate the need for heavier posts at certain locations.
  • the number 3 and number 4 posts i.e., the third and fourth posts from the end of the car, are often heavier than other posts.
  • the railcar described herein may eliminate the need for these heavier posts.
  • the railcar may also have identical B and C deck assemblies, thus greatly reducing the number of parts needed to build the rack. That is, rather than having a B inner deck, two B outer decks, and a C deck, the car may have identical B and C decks. In commercial production, this would reduce the number of machine setups required to manufacture parts, and would reduce the number of materials needed in inventory. It is likely that this would also reduce the costs of parts, since they would be manufactured and/or purchased from suppliers in greater numbers. Similar economies of scale would also be possible with the post assemblies, due to the greater number of standard posts and the elimination of the need for conventional cross braces and heavier posts at certain locations.
  • Parts that are included in a conventional tri-level auto rack but eliminated in the preferred auto rack of the invention include four hinge assemblies, four hinge support assemblies, 8 cone assemblies on posts and 8 on-deck cone assemblies, four deck support assemblies on posts and four on hinge decks, four deck lock receivers, four deck lock assemblies, four deck lift chain and/or spring assemblies, and 8 lift attachment assemblies. These parts would be replaced with 24 standard bolting plates, with a great reduction in labor and fixturing.
  • the preferred embodiment may also feature additional improvements including lighter post tubes, smaller post gussets at the joint between the post and the flat car, lighter knee braces, and lighter bolting plates. Shear plates may be used between some or all adjacent posts.
  • FIG. 1 is a side elevational view of a railcar in accordance with a preferred embodiment of the invention.
  • FIG. 2 is an end elevational view of the car of FIG. 1, with one of the end doors removed.
  • FIG. 3 is a transverse sectional view taken substantially along line 3 - 3 in FIG. 1.
  • the invention is preferably embodied in a tri-level auto rack railcar 10 .
  • the railcar comprises a flatcar 12 having a rack structure constructed thereon.
  • the flatcar has a deck that functions as the A deck of the railcar.
  • the A deck has a depressed center portion 14 between the trucks, and end portions 15 at higher elevations.
  • the rack structure comprises a plurality of vertical posts 16 , and B and C decks 18 and 20 respectively supported by the posts.
  • Each of the decks is connected to the posts by vertical plates 22 and knee braces 24 .
  • Tire guides 26 and a chock track 28 are provided on each deck.
  • Longitudinal member 30 such as roof rails and/or top chords tie the vertical posts together at their upper ends.
  • a corrugated roof 32 encloses the top of the car.
  • Radial end doors 34 having a top panel overlying an end portion of the roof sheet and pivotally attached thereto are preferably employed at each end of the car.
  • the B deck 18 is fixed along its entire length, rather than having hinged end sections as in the prior art cars discussed above, so that the B deck contributes to the strength and rigidity of the rack structure.
  • the B deck is positioned at a higher elevation than in conventional auto rack cars.
  • Minimum clearances of h a , h b , and h c , measured 30′′ off center are maintained above the A, B and C decks respectively.
  • a minimum clearance of 65 ⁇ fraction (15/16) ⁇ ′′, plus or minus 11 ⁇ 2′′, may be provided for each of the three decks. Clearances above each of the three decks may be approximately equal.
  • the car is preferably capable of accommodating automotive vehicles up to about 63′′ in height, including vehicles such as the Chrysler PT Cruiser.
  • the railcar may be based on a conventional flat car, an upsill flat car, or a flat car having a 391 ⁇ 2′′ ATR (above top of rail) running surface.
  • high cambered decks are preferably employed at both the B and C level.
  • the overall height of the railcar is preferably equal to the maximum height permissible under AAR regulations or other applicable regulations, i.e., 20′ 2′′.
  • Provision of fixed decks facilitates loading in that the all three decks may be continuously loaded and unloaded without the need to stop loading and unloading to pivot the B deck end sections.
  • circus loading is much more efficient.
  • the ability of the B deck 18 to function as a structural member of the railcar from end to end may eliminate the need for cross braces, i.e., brace bays, as included in typical prior art tri-level auto racks. Elimination of the brace bays may reduce costs and weight, and may also increase interior clearances, and simplify door edge protection.
  • the railcar described above may also eliminate the need for heavier posts at certain locations.
  • the number 3 and number 4 posts i.e., the third and fourth posts from the end of the car, are often heavier than other posts.
  • all of the posts may be of the same or similar cross-section.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Warehouses Or Storage Devices (AREA)
US10/338,813 2002-01-09 2003-01-08 Tri-level railcar Abandoned US20040016362A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US10/338,813 US20040016362A1 (en) 2002-01-09 2003-01-08 Tri-level railcar

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US34713302P 2002-01-09 2002-01-09
US10/338,813 US20040016362A1 (en) 2002-01-09 2003-01-08 Tri-level railcar

Publications (1)

Publication Number Publication Date
US20040016362A1 true US20040016362A1 (en) 2004-01-29

Family

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US10/338,813 Abandoned US20040016362A1 (en) 2002-01-09 2003-01-08 Tri-level railcar

Country Status (3)

Country Link
US (1) US20040016362A1 (fr)
CA (1) CA2416090A1 (fr)
MX (1) MXPA03000249A (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050211128A1 (en) * 2004-03-19 2005-09-29 Dawson Richard W Single level enclosed railcar and method of manufacturing
US20110017094A1 (en) * 2009-07-21 2011-01-27 Robert James Cencer Method of Shipping Automobiles, Railcar for Shipping Automobiles, and Method of Manufacturing Railcars
US20130263757A1 (en) * 2012-04-05 2013-10-10 National Steel Car Limited Autorack railroad car and underframe therefor
US8568071B2 (en) * 2011-12-30 2013-10-29 Otis D. Dier Railcar safety system
US20140123872A1 (en) * 2012-11-05 2014-05-08 Gunderson Llc Railroad car for carrying motor vehicles
CN104386079A (zh) * 2014-11-26 2015-03-04 南车二七车辆有限公司 一种铁路敞车端墙加高起脊装置
US20160039432A1 (en) * 2009-07-21 2016-02-11 Trinity Industries, Inc. Variable capacity autorack railcar
US9505416B2 (en) 2004-03-19 2016-11-29 Ttx Company Top chord stiffener for enclosed railcar

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BRPI0905636A2 (pt) * 2009-10-01 2013-01-29 Carvalho Pena Stefeson De aperfeiÇoamento dos vagÕes ferroviÁrios duplicados viii, pranchas tÍpicas rebaixadas, pranchas duplicadas rebaixadas ou nço com reforÇo estrutural e com piso para transportar diferentes cargas, contÊineres e bi-vagÕes ferroviÁrios duplicados ou nço com truques rebaixados ou nço

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3801177A (en) * 1971-06-04 1974-04-02 Fmc Corp Frameless shipping container
US6273004B1 (en) * 1999-06-01 2001-08-14 Thrall Car Manufacturing Company Motor-vehicle carrying railcar with improved sidewall structure
US6283040B1 (en) * 2001-08-14 2001-09-04 Henry B. Lewin Adjustable height rail car
US6446561B1 (en) * 1998-04-21 2002-09-10 National Steel Car Limited Autorack railcar structure

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3801177A (en) * 1971-06-04 1974-04-02 Fmc Corp Frameless shipping container
US6446561B1 (en) * 1998-04-21 2002-09-10 National Steel Car Limited Autorack railcar structure
US6273004B1 (en) * 1999-06-01 2001-08-14 Thrall Car Manufacturing Company Motor-vehicle carrying railcar with improved sidewall structure
US6283040B1 (en) * 2001-08-14 2001-09-04 Henry B. Lewin Adjustable height rail car

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050211128A1 (en) * 2004-03-19 2005-09-29 Dawson Richard W Single level enclosed railcar and method of manufacturing
US7401559B2 (en) 2004-03-19 2008-07-22 Ttx Company Single level enclosed railcar and method of manufacturing
US20080276830A1 (en) * 2004-03-19 2008-11-13 Ttx Company Single level enclosed railcar and method of manufacturing
US9505416B2 (en) 2004-03-19 2016-11-29 Ttx Company Top chord stiffener for enclosed railcar
US20160039432A1 (en) * 2009-07-21 2016-02-11 Trinity Industries, Inc. Variable capacity autorack railcar
US8302538B2 (en) 2009-07-21 2012-11-06 Trinity Industries, Inc. Method of shipping automobiles, railcar for shipping automobiles, and method of manufacturing railcars
US20110017094A1 (en) * 2009-07-21 2011-01-27 Robert James Cencer Method of Shipping Automobiles, Railcar for Shipping Automobiles, and Method of Manufacturing Railcars
US10183682B2 (en) * 2009-07-21 2019-01-22 Trinity Rail Group, Llc Method of converting a bi-level auto-rack railcar
US20190084588A1 (en) * 2009-07-21 2019-03-21 Trinity Rail Group, Llc Method of converting a bi-level auto-rack railcar
US10676108B2 (en) * 2009-07-21 2020-06-09 Trinity Rail Group, Llc Method of converting a tri-level auto-rack railcar to a bi-level auto-rack railcar
US8568071B2 (en) * 2011-12-30 2013-10-29 Otis D. Dier Railcar safety system
US20130263757A1 (en) * 2012-04-05 2013-10-10 National Steel Car Limited Autorack railroad car and underframe therefor
US8739705B2 (en) * 2012-04-05 2014-06-03 National Steel Car Limited Autorack railroad car and underframe therefor
US20140123872A1 (en) * 2012-11-05 2014-05-08 Gunderson Llc Railroad car for carrying motor vehicles
US9061687B2 (en) * 2012-11-05 2015-06-23 Gunderson Llc Railroad car for carrying motor vehicles
US20150284012A1 (en) * 2012-11-05 2015-10-08 Gunderson Llc Railroad Car for Carrying Motor Vehicles
CN104386079A (zh) * 2014-11-26 2015-03-04 南车二七车辆有限公司 一种铁路敞车端墙加高起脊装置

Also Published As

Publication number Publication date
CA2416090A1 (fr) 2003-07-09
MXPA03000249A (es) 2005-09-08

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Legal Events

Date Code Title Description
AS Assignment

Owner name: TRN BUSINESS TRUST, TEXAS

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:CENCER, ROBERT J.;RENCH, MICHAEL J.;REEL/FRAME:014398/0050

Effective date: 20030811

AS Assignment

Owner name: TRN, INC., TEXAS

Free format text: MERGER;ASSIGNOR:TRN BUSINESS TRUST;REEL/FRAME:018806/0493

Effective date: 20061231

Owner name: TRINITY INDUSTRIES, INC., TEXAS

Free format text: MERGER;ASSIGNOR:TRN, INC.;REEL/FRAME:018806/0499

Effective date: 20070101

STCB Information on status: application discontinuation

Free format text: ABANDONED -- AFTER EXAMINER'S ANSWER OR BOARD OF APPEALS DECISION