US2894461A - Car load - Google Patents

Description

July 14, 1959 s. E. NAGLER 4 v 2,894,461

CAR LOAD F iled March 14, 1955 2 Sheets-Sheet 1 1N VEN TOR. STANLEY E NAGLER $0 2M H4411. Q LUML ATTORNEYS.

July 14, 1959 s. E. NAGLER 2,894,451

CAR LOAD Filed March 14, 1955 2 Sheets-Sheet 2 INVENTOR. STANLEY E. NAGLER AT7ORNEY$ 'I all:

United States Patent 2,894,461 CAR LOAD" Stanley E. Nagler, Greenville, Calif Application March 14, 1955, serial No. 493,895 Claims. (Cl. 105 -367) This invention relates to car loads and more particularly to meansfor loading railroad cars or trucks with perishable produce in lugs, crates, boxes, cartons or the like.

In loading railroad cars and the like, it has been customary in the past to arrange the load in stacks of su'per-' posed boxes or crates and to arrange the stacks. in perpendicularly intersecting rows. For economy of space the practice has been followed of first arranging the stacks in end rows parallel to and adjacent the trans verse end walls of the car and then arranging succeeding stacks in intermediate rows parallel to the end row and continuing this procedure toward the center of the car until the same is filled or nearly so. The stacks" are thus arranged in rows parallel to the longitudinal sidewalls of the car as well as parallel to the endwalls. In refrigerator cars the endwalls are also referred to as bunker walls.

If the load is refrigerated it is desirable and sor'n'etirnes essential that the crates be spaced apart from each other and also spaced from the walls of the car to permit circulation of air around the produce.

The width of a car is seldom an exact multiple of a dimension of the crate, box or carton to be shipped and therefore it is required to space the load from the sidewalls to prevent jostling and shifting of the load in transit. It has been customary in the past to nail elongated wood strips to the crates or boxes and permit an overhang of such strips to engage a sidewall so as to space the units away from the wall. It has been found that unless such strips are made inordinately large in cross section, they are generally not sufficient to prevent shifting during normal movement of the car. Furthermore, removal of such strips from the boxes or crate often results in damage to the load.

If the car strips are nailed to a solid load, that is, one in" which each crate or unit in engagement with adjacent crates, little opportunity for proper circulation of air is provided thus" preventing adequate refrigeration.

Other attempts have been made to insure" stability of the load and provide for adequate ventilation by providing spacer braces between the walls of the car and' between the units themselve's. However, thus far no completely satisfactory solution to the problem has been evolved.

In this connection it will be understood that cost is a very important consideration and any bracing system, no matter how effective, must be economical to manufacture.

Furthermore, although various complicated systems may be employed to insure proper spacing of the units, if the speed of loading is thereby substantially reduced, the systems cannot be adopted as a practical matter. Another reason for simplicity in this connection is that theloading must be done by unskilled labor and if any difficulty is encountered in assembling the load, the chances are that items will be omitted or misplaced with the result that shifting of the units will result and perhaps the produce rendered even more susceptible to damage than if loading had been done in the usual manner.

The main object of the present invention is to overcome the disadvantages of prior art bracing systems and loading methods.

Another object of the invention is the provision of a bracing system for car loads that is economical to manufacture and sufficiently simple in operation to make its use practical under present operating conditions;

Still another object of the invention is the provision of a novel car load system that prevents shifting of the load during transit and at the same time provides adequate spacing of the load unit when such spacing is required for proper ventilation and refrigeration.

Yet another object of the invention is a car load system that permits loading to be done by unskilled labor, that is sufficiently simple to be 001 proof in operation, and does not materially reduce the speed with which the car may be loaded.

Another object of the invention is the provision of means in a car loading system for spacing the load units apart one from the other in such a manner that no excessive load is brought to bear at any time on the sidewalls of the crates, boxes or cartons, even if said sidewalls bulge outwardly, which is usually the case.

Another object of the invention is the provision of a car load that lends. itself to use with a conventional car squeeze apparatus and at the same time guards against damage to the load during such a squeezing operation.

Other objects and advantages will be apparent from the following specification and from the drawings.

Fig. 1 is a perspective view of a fragmentary portion of the end of a car showing the preferred embodiment of the invention.

Fig. 2 is a vertical section through a portion of the car as taken along lines 2-2 of Fig. 1 showing the manner in which the units are stacked.

Fig. 3 is a horizontal cross section through a sidewall brace as taken along lines 3--3 of Fig. 1.

Fig. 4 is a horizontal cross section through an intermediate brace as taken along lines .44 of Fig. 1.

Fig. 5 is a cross section similar to Fig. 3, but showing a modified form of sidewall brace.

Fig. 6 is a view similar to, Fig. 3, but showing still another modified form of sidewall brace. I

Fig. 7 is a greatly reduced horizontal cross section through a typical load arranged according to the present invention. 7

Fig. 8 is a perspective of a corner brace.

Fig. 9 is a perspective of an endwall brace.

Fig. 10 is a perspective of a sidewall brace.

Fig. 11 is a fragmetanry perspective of a modified form of sidewall brace.

Fig. 12 is a perspective of an intermediate brace.

Fig. 13 is a perspective of a horizontal separator.

Fig. 14 is a perspective of another form of horizontal separator.

In detail and referring to 1, the invention is adapted to be employed with a car having a bunker wall or endwall l, sidewalls? anda bottom formed by cross bars 3. The endwalls I extend transversely of the car, that is, transversely of the'direction' of travelwhile'the sidewalls 2 are usually more elongatedand extend longitudinally, and at right angles'to the'endwalls.

Inj the' drawings, the load is assumed to be made up of a plurality of crates 5, butit will be understood that the invention is equally applicable to boxes and cartons. Each crate 5 includes atop 6, a bottom 7, opposite sidewalls 8 and opposite heads 9. Usually the head 9 is made relatively rigid so that the same does not bulge, however, the bottom 7, sidewalls 8 and top 9 usually bulge outwardly to a noticeable extent with the top 6 bulging considerably more than the bottom and sidewalls.

By the present invention it is preferable to stack the crates on their sides with the top directed toward the center of the car as best seen in Fig. 7 so that the weight of the crates is not imposed upon said tops.

Referring now to Fig. 1, the crates are preferably stacked along the endwall 1 in a plurality of stacks forming a row parallel to, but spaced slightly from the endwall. This may be referred to as an end row. Another similar row is formed in like manner as loading progresses toward the center of the car so that the load comprises a plurality of perpendicularly intersecting transverse and longitudinal rows of stacks. The rows of stacks adjacent the sidewalls 2 may be referred to as side rows, and the inner stacks may be called intermediate stacks.

Before loading is commenced, corner braces generally designated 12 (Fig. 8) are placed in the corners formed by endwalls 1 and sidewalls 2 as best seen in Fig. l. The first stack of crates may then be placed in one of the corners and the end'row completed by successive stacks toward the opposite corner. Between each pair of stacks and the endwall 1 is positioned an endwall brace generally designated 13 (Fig. 9).

Each corner brace 12 comprises an elongated post 14 preferably of wood and measuring about 1%" x 2% and about 43" long or whatever length is required to suit the height of the stack. At spaced points along one lateral side of post 14 are two or more spacing pieces 15 which engage the adjacent sidewall 2 of the car and space the post 14 therefrom so as to permit the horizontal separators to fit between said post and the sidewall. The horizontal separators will subsequently be described.

On the opposite side of post 14 from spacers 15 and adjacent the endwall 1 is a strip 16 that may be nailed to the post 14 as may the spacer pieces 15. Strip 16 preferably extends the length of post 14 and, in conjunction with post 14, forms a corner into which the corner stack of crates 4 is received (Fig. 7). The cross section of strip 16 may be about x /1" and that of the spacers 15 about /2" x 2%".

Each end wall brace 13 comprises an elongated tongue portion 18 to the opposite sides of which are secured identical strips 19 to form a T-shape. The strips 19 and the adjacent side edge of tongue 18 engage the endwall 1. Tongue portion 18 may be about x 2%" in cross section and strips 19 about x /1". An endwall brace 13 is placed between each pair of end stacks with the tongue 18 spacing said stacks apart transversely of the car.

In the above described manner each of the end stacks is spaced about from the endwall 1 and from the adjacent stack. It will be understood of course that the sizes of the materials given above are merely by way of example. Depending upon the width of the car and the length of the crates the actual sizes may vary although it is obviously possible to maintain all of the given sizes except the spacer pieces 15 on corner braces 12 and make the thickness of said spacers to suit the resulting clearance. At any rate, the crates should fit snugly but should not be so tight as to impair the speed with which the load may be assembled.

As the stacks of crates are formed a horizontal separator generally designated 20 (Fig. 14) is placed on the upper marginal portions of the sidewalls of each adjacent pair of crates. This separator is preferably a strip of wood about /1" x 2%" in cross section and is placed so as to bear equally on the adjacent margins of the pair of crates. In other words, the'width of each margin on which the separator bears is not quite one inch inasmuch as the crates are separated about A". As best seen in Fig. 14 each separator 20 is provided at one end with a longitudinally outwardly opening central notch 21 which is adapted to receive the tongue 18 of the adjacent endwall brace 13 therein (Fig. 1). By this structure there is no possibility of the braces 13 and the separators 20 swinging relative to each other. Insofar as separation of said brace and separator is concerned it will be seen that such shifting is precluded by the intermediate braces to be described.

A slightly different separator generally designated 22 is provided adjacent the sidewalls 2 although in some cases the sidewall separator may be omitted as will be seen later on.

Referring to Fig. 13 it is seen that the notch 23 in separator 22 is somewhat closer to the side edge 24 that is adjacent the sidewall 2 of the car than in the case of the corner brace above described. It will be obvious however, that depending upon the thickness of spacer pieces 15 of corner brace 12 the position of notch 23 may vary. In addition, the separator 22 is further modified by cutting away the portion of the same in way of the strip 16 of corner brace 12 so that the end 25 may abut said strip 16.

By the above described structure the side edge 24 of separator 22 engaged the adjacent sidewall 2 of the car and the post 14 is received in notch 23. Shifting of separator 22 is therefore positively prevented. In some cases, and especially if circulation of air along the sidewalls is desired, the sidewall separators 22 may be omitted, although the load on the bulged sidewalls of the crate may thereby be increased. If desired, the separators 22 may be relieved along side edge 24 to permit circulation of air if desired. In this connection it should be noted in some cases it may be desirable not to permit circulation of air along the sidewalls 2 of the car since such circulation enhances the heat transfer through the sidewalls.

Inasmuch as subsequent rows of stacks after the second transverse row are similar in assembly only the row adjacent the end row above described will be referred to in detail.

Inasmuch as the tons 6 of the crates shown in Fig. 1 are vertically disposed it is necessary in such a case to provide somewhat deeper braces between'intermediate rows than between the end row and the endwall 1. Thus between each group of four stacks an intermediate vertical brace generally designated 27 (Fig. l2) is provided which com rises a tongue 28 similar to tongue 18 of end brace 13 and a pair of stri s 29 similar to stri s 19. In this case the strips 29 mav be about x l%" althou h again the actual size wi l de end upon how much the to s 6 of the crates bulge outwardly.

It will be noted th t the ad acent ends of the separators 20 in the end row will abut the stri s 29 and the end edge of the ton ue 28 of intermediate braces 27. Thus, not only is shifting of the separators further precluded, but a longitudinally directed force applied to the load. as by a car squeeze, will be transferred through the separators and braces to the endwall 1 of the car and not through the crates themselves. Any of such load transferred through the crates will be resisted by the rugged heads of the crates and not by the body of the crate or the contents thereof.

The manner in which the intermediate braces 27 and the separators 20 cooperate with the crates to resist the squeezing load is perhaps best seen in Fig. 4 wherein fragmentary corners of the cratesare shown in dot-dash lines and labelled C.

At the end of each transverse row of stacks, other than the end row, a sidewall brace generally designated 30 Fig. 10) is employed. The same is similar to corner braces 12 having spacer pieces 31, post 32 and a strip 33. Since the depth of strip 33 may be somewhat greater than the depth of strip 16 on corner brace 12 it may be necessary to make the sidewall separator 22 that abuts sidewall brace 30 slightly different than the separator that abuts the corner brace 12. However, in the interest of uniformity it is preferable that all the sidewall separators be identical even if this requires that the end edge 25 (Fig. 13) of separator 22 does not abut the strip 16 on the corner brace 12. In this same connection it will be understood that the separators 22 may be even more simplified by removing the material between the notch 23 (Fig. 13) and the side edge opposite side edge 24 if desired. However in such a case the restraint against swinging of the separator relative to its adjacent brace may not be sufficient if the load is otherwise loosely packed.

Because of the simplicity of sidewall brace 30 it will be apparent that the same may be installed during the loading process without noticeably reducing the speed with which the crates are loaded. In fact, since the braces provide a guide for the operator, the loading speed may be considerably increased in some cases.

A modified form of sidewall brace is shown in Fig. 11 and is generally designated 35. The only dilference between brace 30 and brace 35 is that in the latter the post .36 and spacers 37 may be somewhat wider and the strip .38 may be secured to post 36 centrally between the vertical side edges of the same instead of along one side edge. In such a case, and as seen in Fig. 5, a portion of the post 36 is inserted between the sidewall 2 and the next preceding side stack. Although this may slow up the loading operation slightly, it results in the side stacks being more positively spaced from the sidewalls and prevents twisting of the sidewall brace especially when the load is squeezed.

Other modifications may be made to the above described structure although it will be understood that the preferred form herein designated as such combines the advantages of economy, eificiency and speed of loading.

As an example of another variation, the intermediate brace 27 is shown in Fig. 6 employed as a sidewall brace. Although this use results in greater uniformity of the elements required, a slight disadvantage results in that the relatively short longitudinal extent of the strip 28 adjacent sidewall 2 may not, in some cases, resist twisting of the brace sutficiently to resist the squeezing operation.

By the present invention loading may be carried out from the endwalls toward the center of the car and a space left adjacent the central doors of the car, In such a case the usual center gate may be employed after squeezing to space the opposite ends of the load apart. However, as best seen in Fig. 7, by the present invention the car may be completely filled by inserting two rows of stacks at the center of the car adjacent the doors D.

The above specifically detailed description should not be taken as restrictive of the invention as it is obvious that minor variations in size and design may be resorted to without departing from the spirit of the claims.

I claim:

1. In combination with a car having longitudinal sidewalls and transverse endwalls, a car load comprising: a plurality of stacks of boxes arranged in transverse and longitudinal intersecting rows, longitudinally extending separators interposed between superposed boxes of said stacks along the longitudinally extending side edges thereof, with the length of said separators being substantially equal to the extent of said boxes in a direction longitudinally of said car and with the separators of one transverse row being in substantial coaxial alignment with the corresponding separators in the adjacent transverse row, elongated vertically disposed spacers interposed between adjacent ends of aligned separators with the adjacent aligned separators in abutment with opposite sides of said spacers whereby a longitudinally directed load applied to one separator due to longitudinal movement of said boxes is transferred through the adjacent spacer to the adjacent separator that is in alignment with said one separator.

2. In combination with a car having longitudinal sidewalls and transverse endwalls, a car load comprising: a plurality of stacks of boxes arranged in transverse and longitudinal intersecting rows, longitudinally extending separators interposed between superposed boxes of said stacks along the longitudinally extending side edges thereof, with the length of said separators being substantially equal to the extent of said boxes in a direction longitudinally of said car and with the separators of one transverse row being in substantial coaxial alignment with the corresponding separators in the adjacent transverse row, elongated vertically disposed spacers interposed between adjacent ends of aligned separators with the adjacent aligned separators in abutment with opposite sides of said spacers: whereby a longitudinally directed load applied to one separator due to longitudinal movement of said boxes is transferred through the adjacent spacer to the adjacent separator that is in alignment with said one separator, and interengaging elements on said spacers and separators for preventing shifting of said separators out of such alignment.

3. In combination with a car having longitudinal sidewalls and transverse endwalls, a car load comprising: a plurality of stacks of boxes arranged in transverse and longitudinal intersecting rows, longitudinally extending separators interposed between superposed boxes of said stacks along the longitudinally extending side edges thereof, with the length of said separators being substantially equal to the extent of said boxes in a direction longitudinally of said car and with the separators of one transverse row being in substantial coaxial alignment with the corresponding separators in the adjacent transverse row, elongated vertically disposed spacers interposed between adjacent ends of aligned separators with the adjacent aligned separators in abutment with opposite sides of said spacers whereby a longitudinally directed load applied to one separator due to longitudinal movement of said boxes is transferred through the adjacent spacer to the adjacent separator that is in alignment with said one separator, said separators being positioned to simultaneously engage the adjacent horizontal longitudinally extending marginal portions of each adjacent four boxes in a transverse row of said stacks.

4. In combination with a car having longitudinal sidewalls and transverse endwalls, a car load comprising: a plurality of stacks of boxes arranged in transverse and longitudinal intersecting rows, longitudinally extending separators interposed between superposed boxes of said stacks along the longitudinally extending side edges thereof, with the length of said separators being substantially equal to the extent of said boxes in a direction longitudinally of said car and with the separators of one transverse row being in substantial coaxial alignment with the corresponding separators in the adjacent transverse row, elongated vertically disposed spacers in engagement with said sidewalls and interposed between adjacent stacks for longitudinally spacing apart such stacks and in abutment with the aligned separators adjacent said sidewalls, a vertically extending intermediate spacer in each space between four adjacent stacks and in abutment with the aligned separators of said four stacks whereby a longitudinally directed load applied to one separator due to longitudinal movement of said boxes is transferred through the adjacent spacer to the adjacent separator that is in alignment with said one separator.

S. In combination with a car having longitudinal sidewalls and transverse endwalls, a car load comprising: a plurality of stacks of boxes arranged in transverse and longitudinal intersecting rows, longitudinally extending separators interposed between superposed boxes of said stacks along the longitudinally extending side edges thereof, with the length of said separators being substantially equal to the extent of said boxes in a direction longitudinally of said car and with the separators of one transverse row being in substantial coaxial alignment with the corresponding separators in the adjacent transverse row, elongated vertically disposed spacers in engagement with said sidewalls and interposed between adjacent stacks for longitudinally spacing apart such stacks and in abutment with the aligned separators adjacent said sidewalls,

a vertically extending intermediate spacer in each space between four adjacent stacks and in abutment with the aligned separators of said four stacks whereby a longitudinally directed load applied to one separator, due to longitudinal movement of said boxes is transferred through the adjacent spacer to the adjacent separator that is in alignment with said one separator, said spacers and one of the aligned separators in engagement therewith being provided with interengaging elements for preventing relative shifting of said separators out of such alignment.

References Cited in the file of this patent UNITED STATES PATENTS Hoak Dec. 10, 1940 Ellis Feb. 8, 1944 Lewis et al. July 5, 1949 Goff Feb. 28, 1950 Martin Aug. 28, 1951 Martin Mar. 18, 1952 Rion Feb. 10, 1953

Images