US2077649A - Stowing facility for commodities in railway and other vehicles, and in storage warehouses - Google Patents

Description

April 20, 1937.

E. A. SWEELEY ET AL 2,077,649 STOWING FACILITY FOR COMMODITIES IN RAILWAY AND OTHER VEHICLES, AND IN STORAGE WAREHOUSES 5 Sheets-Sheet 1 Filed June 5, 1935 TIE.

April 1937. E. A. SWEELEY ET AL STOWING FACILITY FOR COMMODITIES IN RAILWAY AND OTHER VEHICLES, AND IN STORAGE WAREHOUSES I Filed June 3, 1955 3 Sheets-Sheet 2 44 11 v IMF/V4 2' 1411406350.

Aprll 20, 1937. A SWEELEYET AL 2,077,649

STOWING FACILITY FOR COMMODITIES IN RAILWAY AND 1 OTHER VEHICLES, AND IN STORAGE WAREHOUSES Filed June 3, 1955 3 Sheets-Sheet 5 I n1 v GUM/mug Patented Apr. 20, 1937 UNITED STATES aortas STOWING FACILITY FOR COIHIVIODITIES IN RAILWAY AND OTHER VEHICLES, AND IN STORAGE WAREHOUSES Edward A. Sweeley, Alexandria, Va., and Norman T. Anderson, Washington, D. 0., assignors to Fruit Growers Express Company, a corporation of Delaware Application June a, 1935, Serial No. 24,754 31 Claims. (Ql.-105-3l2) This invention relates to an arrangement of elements for supporting fragile, perishable, or other commodities while in storage, or for transportation in railway cars, ships, trucks or the 5 like; and more particularly it has application to a railway car construction designed to facili-Q tate storage of the cargo therein, so that'tbe,

, loading inaccordance with the character of the loading space of the car may be more efliciently utilized. In its broader aspect, however,-the in- 1O vention is equally applicable to cars, trucks, ships and storage houses, generally, where it is desirable to divide the load to be stored in order to minimize damage to the goods by crushing, and to obtain improved ventilation, refrigeration, or

15 aeration of the commodities during their transportation or storage.

As is generally known, shipments for transportation in refrigerator cars and other vehicles may be in bulk, bags, sacks, boxes, crates, cans, barrels, and the like; and where the shipment is in sturdy containers, such as, crates or barrels, the latter'may be stacked one upon another to occupy substantially the entire storage space, without incurring risk of appreciably damaging 5 the shipment. In this case, only one deck or floor is necessary to support the load.

Where, however, the goods are in bulk, or in flexible containers, the perishable characteristics of the goods, and their susceptibility to damage by bruising must be taken into consideration when loading or storing. As an example of goods in such container, oranges and other citrus fruits are stored or shipped in special sacks or cartons. According to the-usual shipping or storing meth- 5 0d of today, the goods are merely piled: on the floor in bulk, sacks, bags or cartons. In order to meet the present minimum loading of railway and other vehicles, as required by the carriers, shipments are necessarily piled to such exent that 40 the weight upon the fruit near and at the bottom of the pile, frequently causes those goods to be mashed, bruised or otherwise damaged; with such loading method, a shipment of oranges, watermelons, potatoes, cabbages or other similar commodity, often'reaches its destination with in safe limits. The possibility of frail commodisome loss or damage to goods, resulting principally from the loading method employed. To obviate this disadvantage, the present inventionprovides auxiliary load decks, positioned intermediate the ceiling and floor of the shipping or storage space, and thus divide the goods into parts, so that the weight on the goods on each deck is materially reduced and maintained with ties being damagedin storage or during transit is thereby substantially eliminated;

It is, therefore, an object of this invention to provide a construction-for a railway or other vehicle, suchas a refrigerator car, or for a storage warehouse, so that its loading space is readily convertible for either single or multiple deck goods to beflshipped or stored.

Another object is to provide equipment forv stowing fruits, vegetables, and the like, in a vehicle or warehouse, so as to secure a maximum loading with the minimum bruising, and this without diminishing the loading or stowing space for other uses.

A further object of the invention is to provide stationary or mobile storage facility with folding deck equipment, such that a loading deck, when not in use may be easily stored in an outof-the-way position against a side wall, to aflford unrestricted loading space for single deck loading which conforms in dimensions .to standard specifications, especially for cars and trucks.

It is another object of this invention to have a deck rack received along the wall of a storage room, refrigerator car, or other vehicle so that substantially the entire side-wall surface of the of commodities that may be packed in crates,

container,

boxes, baskets, drums or other type of to guard in which event, it is not necessary against bruising or the like.

It is still another object of the invention when used on refrigerator cars, trucks, ships, or warehouses, to provide for adequate air circulation between the refrigerant containing compartments and the loading space, when such space is converted for double decked loading' It is a further object of the invention to provide means for dividing the load to be stored, so

as to obtain better ventilation, refrigeration, and aeration, for a perishable loading.

It is another object to provide an structure for deck racks.

Another object is to provide improved supporting means for a. deck rack. Still another object is to provide improved improved ment.

Other objects and advantages will be apparent from the following detailed description of a preferred embodiment of the invention.

In the accompanying drawings, Figure 1 is a cross sectional view, in elevation, of one end of a refrigerator car equipped with an embodiment at the left raised, and the racks on the right lowered.

Figure 3 is a front elevational view, on an enlarged scale, of the ventilation opening in a bulkhead, and its shutter or closure, shown in position in Figures 1 and 2.

Figure 4' is a cross sectional view taken on line 4-4 of Figure 3, with the shutter in the closed position.

Figure 5 is a perspective view on an enlarged scale of one of the rack latches and its support shown in Figures 1 and 2, the rectangular shank of the stud or bolt for supporting the latch being shown in cross-section.

Figure 6 is a top plan view of one of the deck racks shown in Figures 1 and 2.

Figure '7 is a bottom plan view of the deck rack shown in Figure 6, and also an enlarged front elevation of the raised deck rack shown in Figure 1, the deck rack being mounted on the horizontal flange of an angle iron rail.

Figure 8 is a cross sectional view taken on line 8-8 of Figure 6.

Figure 9 is a view partly in cross section and on an enlarged scale of a detail of Figure "I.

Figure 10. is a perspective view, partly in cross section and partly broken away, showing specific details of the hinge support for deck racks.

Figure 11 is a front elevational view, on an enlarged scale, of one of the deck gates of Figure 1, suspended in vertical position by its supporting hooks.

Figure 12 is a view, partly in cross section, on an enlarged scale of the gate, its supports, and gate post shown at the extreme right of Figure 1,.the dotted line showing, in Figure 12 indicating anintermediate position of the gate, as it is being lowered into or raised from its operative position.

Figure 13 is a cross sectional view on an enlarged scale taken on line I3I3 of Figure 12 with the gate lowered and the gate guide shown in engagement with the gate post guideway.

Figure 14 is a perspective view on an enlarged scale of one of the floor plates shown'in Figures 1 and 2.

Referring now to the drawings, and particularly Figures 1 and 2, these illustrate the inven-' tion as embodied in a railway refrigerator car. The construction for both ends of the car, ac cording to this invention, is substantially the same, so that descriptionand illustration of only one end of the car are necessary to a complete understanding of the invention.

The car I has the usual loading space. 2; ice

chamber 3 (at each end), and floor 4. Floor stringers 5, and slats 6 provide a floor deck I, which may be removable or permanently secured in place.

The floor 8 of theice chamber '3 is at a lower level than the car floor 4, so that any water collecting on the latter may drain into the ice chamber. This water may result from the socalled practice of top icing or package icing" for the intensive refrigeration of such commodities as lettuce, celery. et cetera,'in order to preserve crispness.

When the car is used to transport shipments in sturdy containers, the car floor deck 'I is used as the supporting deck, and the containers may be piled from the floor deck to the car ceiling 9. Where, however, the shipment is in bulk, bag, sack or other flexible containers, and of such nature that it may be damaged by single deck loading, a second or upper deck I0 is provided to divide the load. For this purpose the car is provided with a folding upper deck I0, formed of two sections II and I2, secured to the opposite side-walls of the car; and each section comprises one or more folding deck racks I3. In

the drawings each section II, I2 consists of four deck racks I3, although any suitable number ,of

racks in each section may be provided; This arback so that the two facings are .in different.

vertical planes. The off-set distance between the planes of the exposed surfaces of the two facings l5, I6 is approximately the same as the depth of thickness of an individual upper deck rack l3. -Thus, when a deck rack, in raised position, lies along the upper facing l5, as shown at the left side of the car in Figure 2, it completely fills the side-wall recess so that the exposed bottom or side ll of the deck rack, and the exposed surface of the lower facing I6 are in substantially the same vertical plane. This construction provides loading space side-wall surfaces in substantially one plane when only a single deck is used, and an upper deck section is stored along a car side-wall. The invention,

therefore makes it possible to convert the storage space of a car, truck or other vehicle from a double deck storage space, to a single deck loading space of standard inside dimensions.

The outside dimension forthe width of the car may be increased by twice the thickness of a deck rack, so that, in the case of refrigerator cars, the required amount of insulation may be provided between upper facing I5 and the outer sheathing 20 of the car. In other words each outer sheathing 20 is moved outwardly, the

preferably .of such section as affords a horizontal flange, with another angularly disposed flange to facilitate its fastening to the framing of the car or vehicle. The vertical leg 26 of the angle-' iron rail extends downwardly and to the rear of the lower facing I6 (see Figure 2). Bolts 21, with nuts 28, secure the vertical leg 26, atv the lower edge 29 of the facing 5, to the car framing l9, as shown in Figure 2. The upper edge 24 of the lower facing, I6 overlies the vertical leg 26 of the angle-iron 22. The horizontal flange 2| of the angle-iron 22. is provided with spaced holes 3| to receive the shanks 32 of rack pintle pedestals 33, each of which supports a pintle 34v (see Figure 10). The holes 3| are somewhat larger than the shanks 32, so that the latter may be adjusted to the desired position. Nuts 35 threaded on the shanks 32 hold the latter in place. The ends 36 of the shanks may be riveted over the nuts 35 to permanently secure the assembly.

As the deck racks l3 and their supports and fastenings'are alike, it is only necessary for an understanding of this invention, to describe one deck rack and its supports and fastenings.

Each deck rack |3 comprises arectangular frame 31, consisting preferably of sheet metal members 38, 39, 40, 4|, each having at one side, an inturned flange 42. A middle cross member 43, serving as a brace, extends between. and is secured to opposite sides 39, 48 of the frame 31. The frame members and the crossmember may be welded together, or joined in any suitable manner. The cross member 43 in cross section is doubled upon itself to form a centrally disposed upstanding flange 44. This member is also provided with flanges 45, 46 extending from either side of the upstanding flange 44. Two

sets 41 and 48, of wooden or metal slats 49 are provided for each rack l3. The slats 49 of each set are spaced apart in parallel arrangement and extend between the flange 42 at one end of the rack frame 31 and one of the flanges 45, 46 of the cross member 43. The ends 50 of the slats 49 may be secured to the flanges 42, 45, 46 by any suitable means, for example, by screws or rivets 5|. The outer sides 52 of the outermost slats in each set rest on the flanges 42 of the frame members 39, 40. Figures 2, 8, and 10 show the flanges 42, 45, and 46 fitted into the slats 49, so that the flanges and slats together present a substantially flush surface on both sides. If desired other suitable material may be substituted for the slats 49.

The side members 39, 48, and also the end member 4| of the rack frame 31 are preferably of U- shape in cross section, (see Figures '7, 8, and 9) to provide a continuous channel or recess 53 extending around'three sides of the rack. The aforementioned flanges 42 extend inwardly from one edge 54 of the frame members 39', 40, 4|. The other end of the rack frame comprises a metallic member shaped to form a hollow tubular frame element 38, with an inturned flange 42 (see Fig-- ure 10). The open ends of member 38 are provided with spools 55 having sockets 56 which latter serve as pintle or hinge pin bearings. The

spools 55 are preferably welded in position in the ends of the member 38. When a deck rack l3 ismounted on the angle-iron rail 22, the sockets 56 of its two spools 55 receive a pair of pintles 34, so that the deck rack is hinged for swinging Y movement from a load-supporting horizontal position to the folded or vertical position as shown by the two positions of the deck racks in Figures 1 and- 2;

To support the free outer end of each rack l3 in its load-supporting position, there is provided a U-shaped member 51 comprising a pair of legs 58 (which may be formed of pipe sections) and a connecting element or rod 59 with bent ends 60, extending into the open ends of the legs '58, to

which the ends 60 may be rigidly secured asby welding. Clips 6|, which may be welded to the end member 4| of the rack frame l3, secure the connecting branch or rod 59 to the rackso thatthe supporting member 51, as awhole, has pivotal movement from the position where it supports the free outer end of the rack (see lowered racks in Figure 1) to a position where it lies complete- 1y within the continuous channel in the rack frame provided for that purpose (see Figures 7 and 9).

Each rack side frame member 39, 48 is provided with a spring clip 62 suitably fastened in the channel 53 to releasably secure the adjacent leg 58 in inoperative position within the channel 53. Figure 9 shows, in full lines, a leg 58 held by a clip 62, and in dotted lines, the leg 58 freed of the clip and swung outwardly by a spring 63 provided for that purpose.

Plates 64 (see Figure 14) having upstanding a projections 65 are suitably secured in the car floor 4, and these plates are so positioned that each of the upstanding projections 65 will engage a leg of four racks |3 havingtheir adjacent corners meeting vertically above the plate 64.

of the supporting legs 58 when the latter are lowered to the rack supporting posi on. The

rack legs 58 extend through or betweenthe close- 1y arranged floor rack slats. 6, which latter serve to brace the legs. Where the legs extend through the floor slats 6, the latter are provided with suitable apertures 66 which may be reinforced by perforated metallic plates 61, as shown in Figures 1 and 2. Means are, therefore, provided not only 5 to brace the legs between their ends, but also to prevent their shifting out of a proper rack supporting position.

A ceiling corner strip 68 of approximately the same thickness as a deck rack 3 is secured to the car wall at the upper edge of each of the facings l5, and latching devices 12 are secured to the strip 68 at positions therealong such that a latch is provided for retaining each individual rack in its upright, or out-of-the-way position, against the side wall of the car. A securing plate 69, (see Figure 5) to be secured to the strip 68, and provided with a projecting shank 10, .the i'latter being square or rectangularln cross section, is employed as a support for each of the latches 12. A key-hole slot is provided in the latch, such that the latch may not turn except when the shank 18 lies within the enlarged opening" of the slot. With this construction of latch and shank, the latches will be effective to retain the racks in their vertical position, as shown at the left in Figure 2; and will require positive operation to release the racks when these are .0 be moved into their operative, load-supportihg horizontal position. As the latches are car floor, engage projections 65, and are braced by Sluts 6, and/or plates 61. When the deck rack is to be moved to an out-of-the-way position,

' The projections 65 are shaped to enter open ends it is swung or folded on its hinge connections until it lies within the set-back part or recess of the side-wall, and against the upper facing I5.

' Catch 12 is now shifted longitudinally until shank 18 is in the enlarged portion 14 of slot 1|, and then swung to a vertical position and moved downwardly by grasping handle portion or the catch may drop due to the force of gravity,

so that the lower end of the catch overlies a portion of the upper edge of the deck rack (as shown in Figure 2). The deck rack I3 will then be secured against movement, and the supporting legs 58 can be swung past clips 62 to a position within the channel 53 of the rack frames 31.

The clips 82 retain the ,legs 58 in this position.

When all of the racks have been raised, the car may be used for single deck loading, and the loading space side-wall surface, formed by strip 68, deck racks I3, and a facing I6, will present a substantially unbroken, smooth, flush surface appropriate for some-types of loading. It will thus be seen that the set-back construction of the side wall defines a recess area for receiving the folded deck sections, so as to afford a sub-' stantially flush side wall surface when the racks are in their folded position.

To release a rack I3 from its catch 12, the latter must first be raised toward the car ceiling until shank 18 enters enlarged opening 14. The catch is then turned through an angle of approximately 90 and shifted so that shank 18 enters the elongated portion 13 of slot H to hold the catch in the horizontal position. The catch is preferably rounded at its upper end 16 so that it will not engage nor bind on the car ceiling 9 during its turning movement. When the upper deck racks I3 are in their. load supporting position, the upper loading space, between side walls is somewhat wider than the lower loading space, as the side wall facings are in different planes.

, To provide end supports for the load on the upper rack sections II, I2 at'the deck edge 11,

adjacent the center of the car, a gate 18 is provided for each of the upper decks at the car door opening. Each gate 18 comprises slats 19 (see Figure 11), and spaced transverse brace strips 88, 8| intermediate the ends. A pair of plates 82, 83 at each end of the gate -embrace and are bolted or riveted to the ends of slats 19. The outer edges of the plates 82, 83 project beyond the edge of the gate and are formed into a T-shaped guide 84, as clearly shown in Figfacing plate 81 extends only part way up the post, and above this plate, one side of the groove is removed at I2I (see Figures 1 and, 12), so

that the gate may swing clear of the post 85 when the gate 18 is raised and hooks 98 enter the apertures 9| in gate straps 88. i

A plate 92, bolted to the car ceiling 9, pivotally supports the T-shaped ends 93 of hooks 98 which extend through a slot (not shown) in the plates 92. These plates and hooks may -be assembled by. first passing the hook through the slot and then fastening the plate 92 to the car ceiling.

Two hooks 98 are provided for each gate 18, and each hook engages in an opening 9I in one of the brace straps 88. The hooks are positioned over the edge of the decking and in substantially the vertical plane of the gate posts 85. The gate 18, when suspended from the hooks 98 in a vertical position (see dotted line position in Figure 12) may be readily swung to its horizontal portions I88 and then a downwardly projecting edge I8I. With a gate 18 in the horizontal position, as shown in Figures 1 and 12, at the end of a deck section, to lower it into operative position, the catch 95 is rotated to release one end of the 'gate which may then be swung on hooks 98 to a vertical position (as shown in dotted lines in Figure 12) In so swinging, the gate moves into a position between the gate posts 85 at opposite sides of the car and above the facing plate 81. The upper part of facing plate 88 and the gate post 85 provide a groove (a continuation of the right side of the guideway 89 in Figure 13) for aligning the gate guides 84 with the lower gate post guideways 89. Upon release from the hooks 98, the gate 18 will drop so that its T-shaped guides 84 will enter the guideways 89 at each side of the car. When the gate 18 takes its operative position (see lowered gate in Figure 1), the brace strap edges I8I fit over the adjacent rack frame side members 39, 48 of the two end deck racks and project down in back of the same as shown in dotted lines in Figure 8 to brace the,

and thereby serve to hold the gate 18 in proper position and against accidental release there from.

Ice in chamber 3, indicated at I82, is supported by an ice rack I83 resting on. transverse beams I84. In order to provide for circulation of the air around the ice, screens I85 are spaced from the walls of the ice chamber to provide vertical air channels I86. The bulkhead I81,- separating the icechamber 3 and loading space 2, is provided with top and bottom openings I 88, I89 to permitair circulation between the two chambers. To provide for additional air circulation for the car, when it is converted for double deck load ing, each bulkhead I81, at' opposite ends of the car may be provided with an opening II8 adjacent, and preferably just below, the level of the upper'deck when in use. Air therefore, may pass between the ice chamber 3 and the space immediately below the upper deck. Air may also circulate between the superposed loads. on the two decks. The spaces III between the slats of the upper deck, and similar spaces I I2 between slats of the floor racks provide for circulation of air through the load.

When the car is used for single deck loading, circulation through the auxiliary opening II8 may be undesirable or unnecessary. It may also be desiredunder some circumstanees to shut off circulation through these openings when both racks to support the latter for said swinging decks are provided for the load. A sliding closure H3, and frame Ill are, therefore, provided at the opening H and within a recess in the bulkhead, so as not to project into the loading space 2. The frame has an opening H in alignment with the bulkhead opening H0. Atits sides the frame H4 is formed to provide a pair of channel-shaped guideways H6. The closure 3 is stamped from sheet metal (though it may also be suitably formed of other material) and has side flanges II! which slide in the frame guideways HE. A flange H8 at the bottom of the closure H3 fltswithin a channel groove at the base of the frame when the closure 3 is lowered to close the opening H0. An outwardly projecting flange I20 at top of the closure H3 is provided, which serves as a-handle for moving the closure. The closure may be provided with any suitable means for holding it in raised, lowered, or intermediate positions.-

It will be understood that while the invention is particularly applicable to railroad refrigerator cars, it offers obvious advantages when practiced in connection with other types of railwayand road vehicles including s o-called ventilator cars, box cars, express cars, and motor trucks, as well as with ships and in storage warehouses.

Only one embodiment of each of the features of this invention have been shown and described,

but other forms and modifications embodying rail being secured to said wall and extendingdownwardly at the rear of said lower face, folding deck racks pivotally secured to said ledge.

for movement. from a horizontal load-supporting position normal to said wall to a folded position along and parallel to the upper of said side-wall faces, and means which cooperates with said ledge to support said racks in the horizontal loadsupporting position.

2. In double deck equipment for railwaycars I and other vehicles, the combination of a folding deck rack extending along an inner side-wall, the said rack'having pintle-receiving sockets at one vside thereof, a support for said side of the deck rack, said support comprising arail having a. vertical. flange secured to said inner side-wall and a horizontal flange projec ting outwardly from said vertical flange, and pintlesmounted on said horizontal flange and spaced therealong to provide a hinge support for the said folding deck rack. 3. In a railwayv car having provision for double .deck loading the combination comprising, folding rack sections adapted to form a second load supporting deck within the car, inner ear sidewalls-having a set-back portion to receive the rack sections in their folded inoperative position, and means'for supporting said rack sections in deck forming position-and providing for swin ing movement of .said sections to folded position within .the set-back portion of said side-walls,

. said means including a flanged rail adjacent the movement.

4. In a railway car having provision for double deck loading the combination comprising, a folding deck rack hinged at one end to an inner car side-wall for swinging movement and having an' open channel extending'along three sides thereof, a substantially U-shaped member for supporting the free end of said rack and'comprising a pair of legs and a connecting branch, and means ,for

hinging the connecting branch to said rack so that said member maybe swung to a. position wholly within said channel.

5. In a railway car having provision for double- ,said leg member away from said rack upon release of said securing means. I

6. In a railway car having provision for double deck loading the combination comprising, a folding deck rack hinged at one end to an inner car side-wall for swinging movement, 21: depending leg member secured to said deck rack having an opening in its outer. end, and an upstanding lug flxed tothe car floor in position to be received' by said opening when the leg is in a vertical rack supporting position.

7. ma railway car having provision for double deck loading the combination comprising, an upper deck'rack extending along and supported at one sidefrom art; inner car side-wall, a floor rack, and supporting legs for said'upper deck rack extending through said floor rack to the carfloor, said floor rack havingdnans for engaging said legs to brace them intermediate their ends.

8 In a railway car having provisionfor double deck loading, an upper folding deck rack mounted on hinge pintles secured to an inner car sidewall and comprising a frame member formed with hollow ends and having a'flange extending along one side thereof, pintle-recei'ving spools in said hollow ends, and load-supporting slats Secured to the flange of said member.

9. A refrigerator car or vehicle comprising a;

refrigerant chamber, a loading. space, an inter-'- mediate bulkhead, an upper folding deck ad-- jacent said bulkhead and within said loading space, said bulkhead having an air circulating passageway therethrough opening into said loading space at a level somewhat below that of the load supporting position of said upper deck, and

means for controllingv air circulation through said passageway.

' 10. In a refrigerator car or vehicle, a bulkhead separating a refrigerant chamber from the loading space of the car, ventilation passages providing for air circulation at the top and bottom of the bulkhead, an auxiliary ventilation passage through the bulkhead intermediate the said top and bottom passages, a frame in'ssaid bulkhead alin'ed with said auxiliary passage and a plate slidable in said frame constitutin'gan adjustable closure for regulating circulation 'of air through said auxiliary passage.

11. In a; railway. refrigerator ca'r, a bulkhead separating a refrigerant chamber from the loading space of the car, ventilation passages providing for air circulation atthe top and bottom of the bulkhead, an auxiliary ventilation passage through the bulkhead intermediate the said top and bottom passages, a frame in said bulkhead alined with said auxiliary passage, the said frame having side members comprising vertically disposed channel guide elements, a plate slidable in said guide elements to constitute an adjustable means for regulating air circulation through said auxiliary passage, and means for retaining the plate in an adjusted position.

12. In a railway car construction, a load supporting deck within the car, a gate for said deck, means for maintaining said gate in vertical operative position transverse of said deck, and means for suspending said gate from the car ceiling in a horizontal inoperative position, said suspending means including a connection in substantially the vertical plane of said gate when in said operative position.

13. In a railway car construction, a load supporting deck within the car, a sliding gate for preventing shifting of the load on said deck, means for vertically guiding said gate to a position transverse of said deck, means for releasably supporting said gate in horizontal position closely adjacent and beneath-the car ceiling, said supporting means including releasable hinge connections in substantially the vertical plane of said vertical guide, and means to align the gate with said vertical guide when said gate is swun on said hinge connections.

14. In a railway car construction having provision for double deck loading with folding rack sections adapted to form a second load supporting deck within the car, a gate for said deck, means for guiding said gate for vertical movement to a position transverse of said deck in its load supporting position, and means for holding said gate in a horizontal inoperative position including releasable hinge connections upon which said gate may swing from its horizontal position to aposition for engagement with said guiding means.

15. In a railway car construction having provision for double deck loading with folding rack sections adapted to form a second load supporting deck within the car, a gate for preventing shifting of the load on said deck, the said gate in operative position extending transversely of the car adjacent the door opening, quickly releasable hinge connections on the car-ceiling for supporting one side of said gate, and means for detachably securing said. gate in horizontal position when swung to such position on'said hinge connection.

16. In a railway car construction, folding load supporting racks adapted to form a second load supporting deck within the car, an end gate for said deck, and means for suspending the gate from the ceiling of the car comprising a strap.

secured to said gate and having an opening therein, a slotted plate secured to the car ceiling, and a hook supported by and extending through said slotted plate for engagement with said strap opemng. I

17. In a railway car construction, folding load supporting racks adapted to form a second load supporting deck within the car, a gate post within the car and positioned beside adooropening the end of said .gate with adjacent free edges projecting therefrom to form a guide substantially T-shape in cross section for sliding engage-- ment in said guideway.

' 18. In a railway or other vehicle construction,

folding load supporting racks adapted to form an auxiliary load supporting deck within the vehicle, a gate for said deck and having guides at its ends, gate posts within the vehicle, the said posts having longitudinal grooves for receiving said guides, and plates secured to said posts bea side said groove with their edges overlying a part of said groove for engagement with the guides of said gate to retain said guides in the groove.

19. In a railway car construction, folding load supporting racks adapted to form a second load supporting deck within the car, a gate for said deck and having flanged guides at its ends, gate posts within the car and having longitudinally extending grooves for receiving said guides, and plates secured to said posts beside said groove and having an edge extending over part of said groove for engagement with the said guide flange of the gate to retain said guide in said groove.

20. In a railway car construction, folding load supporting racks adapted to form a second load supporting deck within the car, a gate post at the side of said deck and having a guideway, and a gate for said deck comprising a plurality of slats, and a pair of plates secured ,to opposite faces of the ends of said slats, said plates projecting from said slats and formed into a guide for sliding engagement in said guideway. I

21. In a railway car construction, folding load supporting racks adapted to forma second load supporting deck within the car, a gate for said deck, means at opposite sides of the car for supporting said gate in position transverse of said car to preventshifting of the load on said deck, and means for attaching said gate intermediate its ends to said deck to maintain it in cooperating relation to the deck and to brace the gate against bulging under load.

22. In a railway car construction, folding load supporting racks adapted to form a' second load supporting deck within the car, a gate for said deck, means for supporting said gate in position transverse of said car to prevent shifting of the load on said deck, and means for attaching said gate intermediate its ends to said 'deck to maindeck and downwardly to lie behind a part of said deck.

23. In a railway car having provision for double deck loading and convertible to provide an unobstructed loading space for single deck loading, the combination comprising inner car side-walls having set back portions for receiving stored deck racks, an auxiliary deck extending substantially from car side-wall to car side-wall and formed of deck racks foldable into said set back portions to provide together with said inner car side walls substantially flush loading space wall surfaces, a floor deck, and legs to extend vertically between said decks for, supporting said foldable racksin their operative load supporting position, said legs being foldable in association with one of said decks to an out-oftheway position adjacent and beyond the surfaces defining the loading space when converted for, single deck loading, whereby provisionis made for storage of the auxiliary deck and its supports to leave the loading space substantially free and unobstructed for single deck loading.

24. In a railway car having provision for double deck loading and convertible to provide an unobstructed loading space for single deck loading, the combination comprising inner car side-walls having set back portions for'receiving stored deck racks, an auxiliary deck formed of deck racks foldable into said set back portions to provide deck loading the combination comprising, a folding rack adapted to form at least part of a secand load supporting deck within. the car, an inner car side-wall along which the rack is arranged in its deck forming position, and means including foldable supporting legs for supporting said rack 1 in such position, the said wall being recessed to receive the rack in its folded inoperative position,

and the said rack being recessed to receive said legs in their folded inoperative position.

26. In a railway car having provision for double deck loading the combination comprising, a fold- 9 ing rack adapted to form at least part of a second load supporting deck within the car, an. inner,

ear side-wall along .which the rack is arranged in its deck forming position, and means including foldable legs for supporting said rack in such position, the said wall being recessed to receive the' rack in its folded inoperative position-and presenting a substantially flush loading space sidewall surface with the racks in said folded position, and the said rack being recessed to receive said legs in their folded inoperative position. 2'1. In a railway car having provision for double deck loading, the combination comprising folding racks extending along opposite recessed inner car side-walls and adapted to form a second load supporting deck within the car with the meeting edges of opposite racks adjacent the longitudinal center of the deck, and means for individually supporting said racks in deck forming position, each of said means including a substantially U-shaped rack support comprisinga pairof legs and a connecting'branch extending along substantially. the whole length of a rack at its edge adjacent said deck center, each of said racks in its load-supporting position being adapted to rest on one of said connecting branches and be supported by its -1eg's said racks and legs being foldable to an inoperative position within the recesses I of said side-wall.

28. In a railway car or other vehicle construction, a deck rack, a side-wall along which said rack is arranged and presenting to the interior of the car upper and lower faces, the upper face being set back from the vertical plane of the lower face, a railv providing a horizontal ledge along the upper face of said lower face and extending between the two faces, and pintles mounted on said ledge and spaced therealong to provide a hinge support for said folding deck rack.

- 29. In a railway car. having provision for double deck loading, an upper deck rack mounted. along an inner car side-wall and comprising a metallic frame of channel shape in cross section on at least three sides of the rack to provide recesses for re ceiving racksupporting members, said frame also having inwardly projecting slat supporting flanges, a cross brace member positioned intermediate the ends of said frame and secured to opposite sides thereof, said brace member being 'T-shaped incross section to provide slat supporting flanges extending from opposite sides thereof and in the plane of the rack, and two series of spaced slats arranged on opposite sides of said brace member and secured to the slat supporting flangesof said frame and brace member.

30. In a railway car having provision for double deck loading, an upper deck rack mounted along.

an inner car side-wall and comprising a metallic frame of such shape in cross section on at least three sides of the rack as to provide recesses for receiving rack supporting members, said frame also having inwardly projecting slat supporting flanges, a-cro'ss brace member positioned intermediate the ends of said frame and secured to opposite sides thereof, said brace member having opposite ends, and a slat supporting flanges extending from opposite sides thereof and in the plane of the rack,and two series of spaced slats arranged on opposite .sides of said bracemember and secured to the slat supporting flanges of said frame and brace member.

' 31. Ina-railway canha-vingprovision for double deck loading, a'plurality of deck racks arranged along an inner car side wall for folding movement from a horizontal deck-forming position to a vertical inoperative position, each deck rack comprising a frame and a plurality of slats secured therein, and each frame having the opposite ends ofone side provided with sockets, and means for supporting said frame sides to provide for swinging movement of said deck racks,said means'ineluding a pintle between each twoadjacent deckracks and havin i;s'ot l posite ends in engagementwith the adjaont socketsbffs'aid two deck racks, a'

member supporting each 'pintle intermediate-itsfianged rail secured to the inner car side-wall and carrying said supportipg member.

EDWARD A. SWEELE NORMAN T. ANDERSON.

CERTIFICATE OF CORRECTION.

Patent No. 2,O7?',649. April .20, 1937.-

EDWARD A. SWEELEY, ET AL;

It ishereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 7, second column, line 5, claim 28, for the word "face" first occurrence read edge; and that the said Letters Patent should be read with this correction therein that the same may'conform to the. record of the case in the Patent Office. Y I

' Signed andsealed this 1st day of June, A. D. 1937.

Henry Van Arsdale (Seal) Acting Commissioner of Patents.

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