US3195475A - Deck structure for cushioned railway car - Google Patents

Description

July 20, 1965 w. H. PETERSON DECK STRUCTURE FOR CUSHIONED RAILWAY CAR Filed Sept. 10, 1962 4 Sheets-Sheet 1 zwmron WILLIAM H. PETERSON Mays.

July 20, 1965 w. H. PETERSON DECK STRUCTURE FOR CUSHIONED RAILWAY CAR Filed Sept. 10, 1962 4 Sheets-Sheet 2 INVENTOR- WILLIAM H. PETERSON BY July 20, 1965 w. H. PETERSON DECK STRUCTURE FOR CUSHIONED RAILWAY CAR Filed Sept. 10, 1962 4 Sheets-Sheet 5 qk l fl/ r F 3 mm. mm B l I W IIIIIIIIIIII I% 9% .1 I. |||LF||||J1|||||I||L I I H H In mu |lnt 4 I M 3 9 Km 3 9% a Q R 1 I m1 Q iq INVENTOR. WILLIAM H. PETERSON BY WJ/zmwmm dings.

y 1955 w. H. PETERSON I 3,195,475

4 Sheets-Sheet 4 ed Sept. 10, 1962 QINVENTOR. ILLIAM H. PETERSON United States Patent 0.

3,195,475 DECK STRUCTURE FUR CUSHHGNED RAILWAY CAR William H. Peterson, Homewood, llL, assignor to Pullman Incorporated, Chicago, 111., a corporation of Delaware Filed Sept. 10, 1962, Ser. No. 222,404

13 Claims. (Cl. 105-368) This invention is directed to a new and improved design of railway cars including as a part thereof extensible and contractable deck portions which are of a type particularly adapted for use in flat deck cars including coupler carrying sliding sill means as a part thereof.

With the advent of railway car operational shock dis sipating cushioning means, it has been found necessary to utilize special types of cushioning arrangements for different types of railway cars. With box cars it has been customary to utilize a sliding sill type cushioning arrangement which basically includes a longitudinally continuous sill structure mounting couplers at opposite ends thereof and slidingly received in the box-like center sill of the underframe. A suitable hydraulic or other type of cushion operatively interconnects the sliding sill with the underframe and the opposite ends of the sliding sill carrying the couplers project substantially beyond the underframe to accommodate relative telescoping movement therebetween in response to operational shock in buff and draft.

Cushion protection for wheel supported lading as well as containers and the like may be incorporated in open deck flat car design by the provision of a flat deck struc ture movable relative to an underframe and connected therewith through suitable hydraulic cushions or the like. Alternative designs include the mounting of special slidable rack structures on the fiat deck interconnected with the car body through suitable cushions and adapted to support containers or the like thereon, as well as the utilization of specially cushioned fifth wheel stands which are limited in use with highway trailers or the like.

Sliding sill cushioning arrangements basically have not been used with piggyback operational flat cars due to the necessity of having the couplers project substantially beyond opposite ends of the body portion of the cars thus creating substantial distances between coupled cars which must be spanned during operational loading or unloading of wheel supported vehicles along a plurality of interconnected cars. The use of a sliding sill structure in piggyback operational flat cars would be desirable as it is readi- 1y accommodated in conventional flat car design thus permitting ready conversion of existing equipment and thereby eliminating complexities in basic car body struc* ture of the type required in providing slidable deck portions, obstacle-creating rack assemblies, etc. Furthermore, the utilization of a sliding sill structure in a flat car permits universal use of the flat car with regard to different types of lading. It is an object of the present invention to provide a new and improved deck structure for railway cars, the deck structure including portions accommodating expansion and contraction thereof in a manner readily permitting utiliza tion of a sliding sill type cushioning arrangement.

A further object is to provide a new and improved open deck fiat car design utilizing a sliding sill type cushioning arrangement and providing deck portion continuity throughout the length of the car in a new and improved manner.

Another object taken in conjunction with the foregoing objects is to provide new and improved extendable and retractable end structures for a railway car, such structures including specially designed and arranged telescoping deck portions providing deck continuity under all operation conditions.

Patented July 26, 1965 Other objects not specifically set forth will become apparent from the following detailed description of the invention made in conjunction with the accompanying drawings wherein:

FIG. 1 is a perspective of one form of open deck flat car improved with the provision of the special deck por tion structures of the invention;

FIG. 2 is an enlarged transverse section of the deep central portion of the car as viewed generally along line 22 in FIG. 1;

FIG. 3 is an enlarged fragmentary plan view of the cushion pocket portion of the car;

FIG. 4- is an enlarged combined half section and half end view of the car taken generally along line 4-4 of FIG. 1;

FIG. 5 is an enlarged fragmentary perspective of the special end portion of the car;

FIG. 6 is an enlarged fragmentary longitudinal section of a part of the special end portion as viewed generally along line 66 in FIG. 4;

FIG. 7 is a view similar to FIG. 6 taken generally along line 77 in FIG. 4;

FIG. 8 is a view similar to FIG. 6 illustrating contrac tion of the special end portion; and

FIG. 9 is a view similar to FIG. 6 illustrating extension of the special end portion.

The car 10 of FIG. 1 is of the type disclosed in my copending application, Serial No. 222,405, filed Septem ber 10, 1962, and reference to this copending application for the complete structural details of this type of car structure is hereby made. However, it will be understood that the principles of the present invention are equally applicable to any other suitable type of car structure and the structure illustrated and to be described generally merely constitutes one preferred type.

The car 10 is of generally fishbelly design including a relative deep central portion between the wheel trucks 11 of the car and opposite end, relatively shallow bolster portions from which couplers 12 project. The car 10 is of open deck, flat body structure design including a pair of transversely spaced, longitudinally continuous deck plates 13 receiving therebetween a sliding sill structure generally identified by the numeral 14. The inner edge portions 15 of the deck plates 13 are directed vertically upwardly along opposite sides of the sliding sill structure 14 and define along their outer surfaces rub rail areas for the guiding of wheel supported vehicles along the car. Opposite ends of the car are provided with movable end sills 16 attached to raised coupler housings 17 and having fixed thereto extensible and retractable deck plate portions 18 which are telescopically received in raised deck housings 19 carried adjacent the deck plates 13 at opposite ends thereof. The movable end sills 16 also carry thereon pivotally mounted bridge plates 20 which are used in the conventional manner to interconnect the deck plates of a series of cars lit for continuous operation of wheel supported vehicles therealong during loading and unloading of trailers or the like.

FIG. 2 generally illustrates the special design of the deep central body portion of the car 10. This design in cludes the transversely spaced deck plates 13 which terminate along their inner edge portions in the upstanding longitudinally continuous rub rail areas 15. Located substantially centrally of each of the deck plates 13 is a depending support web 21 which is fixed along its upper edge to the un-dersurface of the deck plate and which extends substantially vertically downwardly therefrom being slightly inwardly inclined in a downward direction. Each support web 21 is longitudinally continuous of at least the central deep portion of the body structure and the bottom edge thereof is fixed centrally to the top surthe mannerwell known. Acoil spring 38 surrounds the A series of longitudinally spaced, preferably channel shaped cross bearer plates 23 extend transversely between the support webs 2'1. Opposite'ends of each cross bearerplate 23 are in fixed engagement with inner surface 'por-' tions of the spaced support webs 21 and the cross bearer plate is also. in fixed engagement with the adjacent surfaces of the spaced transverse flange pla-tesZZ. The cross bearer plates 23 are preferably spaced substantially below thedeckplates 13 thus defining a space between the deck plates, support webs and top surfaces of the cross bearer plates. longitudinally spaced pairs of reinforcing angles 24 project vertically from bottom end fixed attachment with the top flanges of the cross bearer plates 23, and at-their top ends are "in fixed engagement with adjacent undersurfaces of the upstanding rub rail areas 15 including the top transverse longitudinally continuous flanges thereof. The angle supports Mare pref-- erably located at each cross bearer plate 23 longitudinally of the car and provide vertical supports for the rub rail areas 15 as well as the inner edge portions of the deck plates .13 while additionally defining the side margins of the sliding sill structure receiving area.

Additional diagonal support beams .25 extend from inner end attachment to the outer surfaces of the support Webs '21 into upper end attachment with longitudinally continuous angle beams 26 fixed to the undersurfaces of I the deck plates 13 just inwardly of the outer side'margins thereof. The support beams are preferably, located in transverse alignment [with the-cross bearer plates'ZSand provide adequate reinforcement to the outer edge por tions of the deck plates 13'. v I a 1 The structure described as fully disclosed inmy aforementioned copending application is basicallya parallel beam design involving two beams each having a deck plate 13 as the top flange thereof, a support web 21 as the vertical member thereof and a bottom transverse flange plate2'Z as the bottom flange thereof The cross bearer plates 23 basically tie together theparallel beams to provide for unified functioning thereof and the-angle supports 24 and support beams 25 rigidity the opposite edge portions of the deck plates 13. r f

The sliding sill cushioning structure 14 is received between pairs'of longitudinally spaced I-beam segments 27 whichare supported on the cross bearer plates 23:. The beam segments 27 support and guide a pair of transversely interconnected sliding sill beams 28 which extend cushioning device between .the opposite end plates thereof and is operative to returnthe device'to its fully extended position following dissipation of operational shock. The end plates 35 are inengagement with pairs of'stop' plates 39 carried along the inner. surfaces of the sliding silk-beams 28: at-opposite ends of the cushioning device. The end 'plates 3 5 are also in engagement with abutment means .40 at opposite. ends of the cushioning device, which as best shown in FIG. 2, project vertically from the bottom plate 36 of the cushion pocket into attachment with transverse top plate sections 31. Movement of the sliding sill structure 14 in either direction longitudinally of the, car will result in compression of the cushioning device between one pair of stop plates 39 of the slidingsil-lstructure and the opposite end abut- Imentmeans of the car body in accordance with known applicatiomthe end portions of thecar 10 in the area of longitudinally of the car body and terminate in the raised coupler housings .17. .The sill beams 28 are suitably po sitioned within the beam segments 27. by cooperating wear plates 29 providing for ready sliding of. the continuous sill longitudinally of the car in response to operational shock in buff or draft. The beam segments 27 are interconnected with the deck plates 13 .to stabilize the top portions thereof by tie plates 30. In areas outside of the cushion pocket (to be described), the beam segments 27 are further tied together by top plates 31 fixed across the top surfacesthereof. 7,

FIGS. 2 and 3 illustrate a cushion pocket 32 located appropriately along the car 10 and defined between the sliding sill beams 28. As best shown in FIG, 2, the

pocket 32 includes a bottom support plate 33 which is attached along opposite margins to the bottom surfaces of the beam segments 27 and which is recessed in cut out '65 portions formed in the top central areas of the adjacent cross bearerplates 23.. The bottom plate 33isreinforced by gusset plates 34 extending'therefrom into attachment with the cross bearer plates 23. i

The cushion pocket 32 rec-eivestherein any suitable form of cushioning device, such as the hydraulic cylinder shown, which includes opposite end plates 35 connected toa cylinder 36 and a piston 37, the device being designed for contraction in response to car impact and dissi pation'of operational shock 'to prevent lading damage in between: the trucks.

the bolster include basic design features which are modified somewhat from the design features described above in connection with-the deep central portion of the car The right handportion of FIG. 4 as 'viewed generally illustrates.the'basicend, portion de sign as including parallel I-beams 42 which constitute the basic center sill structure of the ends of the car. The beams 42 are suitably attached to the support webs 21 and transverse flange plates 22 of the central portion of the car for structural continuity in a manner which is not shown herein but which :is fully described .in my aforementioned copending application. The, ends of the car 10 in the area of the bolster include cross bearer plates 43 extending'transversely outwardly'from the closehousings 17 at their outer ends include striker plates 46' and the couplers 12 "are suitably mounted therein for operation in the conventional manner. a

As best shown in FIG. 5, each movable end ,sill 16 fixedly attached to a coupler housing 17 has pivotally mounted'thereon to each side of the coupler housing 17 a deck extension 18 which'is formed from a plurality of transversely spaced and longitudinally extending inverted channel plates 47. Each plate 4'7 is formed with depending side 'Walls 48 and intermediate, transversely spaced and'longitudinally extending, depending-support and guide angle members 49. Each angle member 49 includes a longitudinally continuous, transverse bottom foot portion 50 best shown in' FIGS. 4 and 7. The outermost end portions of the channel members 47 are transversely interconnected by a rod 51 which extends continuously through the side walls 48 and the vertical wall portions of the intermediate members 49. Opposite 'ends of the rod 51 are journaledin blocks 52 whichare fixedly mounted on the top flange surface of the movable end sill 16. Preferably, the channel members 47 "overextend just'a portion of the top flange surface'of theyend sill 16, thus providing a space for pivotal mounting of a bridge plate 20 thereon. The journal blocks 52 also include apertures 53,fo'r bridge plate mounting purposes. The outer ends of. the intermediate support and guide members 49 are formed with lower end recesses 54 to readily accommodate pivoting of the aligned channel members 47 as a single unit about or with the rod 51. Thus each deck extension 18 is pivotally mounted at the outermost end thereof for a purpose to be described.

The adjacent end of the car body along each side of a raised coupler housing 17 is defined by a transverse cross bearer plate 43 which, in effect, constitutes a fixed end sill. Angle side sill portions 55 extend rearwardly of the outermost cross bearer plate 43 into attachment with the angle beams 26 previously described. A plurality of cross bearer plates 43 including the side sills 55 support thereon a raised deck extension housing 19 along each side of a raised coupler housing 17.

Each deck extension housing 19, as best shown in FIGS. 4 and 5, includes a top flat cover plate 56 which along the innermost rear edge portion thereof is formed with a downwardly inclined ramp portion 57 placed in close association with the adjacent edge portion of a deck plate 13. A plurality of transversely spaced and longitudinally extending support and guide members 58 are fixed to the undersurtace of the cover plate 56. The side marginal guide members are in the form of angle members provided with longitudinally continuous transverse bottom foot'portions 59 and the intermediate members 58 are formed with oppositely flanged bottom foot portions 59 thus providing these intermediate members with a generally inverted T-shape. The bottom foot portions 59 are spaced above the top flange surfaces of the cross bearer plates and slidably received thercbetween the foot portions 50 of the support and guide members 49 of the associated deck extension 18. This arrangement provides for intermeshing of the cooperating deck extensions 18 and housings 19 while permitting extendable and retractable telescoping movement therebetween.

As an aid to efiicient telescopic action between the deck extension portions 18 and the respective housings 19, each housing 19 is also pivotally mounted relative to the car body by a transverse rod 60 extending between sleeve-like journal members 61, the outermost of which as shown in FIG. 5 is fixedly secured to the top flange of the adjacent side angle member 55, and the innermost one of which (not shown) is suitably fixed in the adjacent longitudinal center beam 42. The rod 61) extends through any suitable number of the support and guide members 58 of the housing 19 adjacent the innermost ends thereof below the ramp portion 57, thus permitting the housing 19 to pivot relative to the car body. This pivotal mounting of each housing 19 in conjunction with the pivotal mounting of its associated deck extension 18 prevents operational binding or the development of operational restrictive friction during telescopic action of the cooperating portions. Except for the pivotal attachment defined by the rods 51 and 60, the telescoping deck extensions 18 and housings 19 are free of connection to the car and are merely supported thereon.

FIGS. 6 and 7 illustrate the special telescopic end ructure of the car 10 including the deck extensions 18 and housings 19 in neutral position. This position involves the projection of the deck extension 18 outwardly of its associated housing 19 but with the channel members 47 at least slightly telescoped therein. The channel members 47 do not extend substantially into the housing 19 in the neutral position to thus provide adequate space in the housing 19 to receive the channel members 47 when the deck extension 18 is retracted into the housing 19. However, to provide adequate structural continuity of the combined deck extension 18 and housing 19, the support and guide members 49 of the channel members 47 are formed with longitudinal extensions 62 which project substantially into the housing 19 and which retain the cooperating interlocking sliding relation with the support and guide members 58 of the housing 19 previously described. The extensions 62 are of substantially reduced height as the housing 19 is adequately supported by its own guide members 58 and the extensions 62 merely function to maintain proper operative interrelation and alignment of the cooperating deck extension 18 and housing 19. The extensions 62 are dimensioned to be readily received below the adjacent deck plate 13 upon contraction of the end portion of the car as shown in FIG. 8.

Upon impact in bufi at one end of the car 10, the end receiving the impact will contract by reason of the pres ence of the sliding sill structure 14. This results in movement of the movable end sill 16 at the impact end of the car toward the fixed end sill or cross bearer plate 43 of the car body. The adjacent deck extension portions 18 slide into their respective housings 19 in the manner shown in FIG. 8 with the extensions 62 being received below the adjacent portions of the deck plates 13. The cushioning device controls the extent to which the deck extension-s 18 are slidable into their respective housings. At the opposite end of the car the movable end still 16 is moved outwardly from the body portion of the car and the associated deck extension portions 18 become extended still further from their restrictive housing 19. The extensions 62, as shown in FIG. 9, retain operative alignment of these structural members during extension of the end structure of the car relative to the body portion. It will be understood that FIGS. 8 and 9 illustrate exaggerated contraction and extension respectively.

The extendable and retractable end structures of the car 10 described above provide for deck continuity throughout the entire length of the car for wheel supported vehicle loading and unloading whether such occurs in the absence or presence of operational shock. This arrangement further permits full utilization of the entire deck portion of the car including the extensible end portions thereof during piggyback operations. Of special importance, the extendable and contractable end structures of the car readily accommodate .a sliding sill cushioning arrangement in a fiat car design. The utilization of raised coupler housings 17 permits the fabrication of a low level car, the coupler housings locating the couplers 12 at standard operative height. Even under these conditions of design the deck extensions 18 and housings 19 are readily installed in raised relation relative to the deck plates 13 (in the manner illustrated) and additionally function to lift trailer and tractor axles and related equipment during operation thereof along the car 10 to permit clearance with the raised coupler housings 17.

Obviously certain modifications and variations of the invention as hereinbefore set forth may be made without departing from the spirit and scope thereof, and therefore only such limitations should be imposed as are indicated in the appended claims.

I claim:

1. In a railway car wherein coupler carrying housings are mounted at opposite ends of a car body for relative longitudinal movement therebetween, the provision of car body deck extension means mounted at least to one side of one coupler housing and fixed relative thereto for movement with said coupler housing, and means carried by said car body and telescopically receiving a part of said deck extension means therein to guide the same and accommodate relative movement as said deck extension moves with said coupler housing, said last named means being in the form of raised housings fixed relative to said car body and adapted to elevate wheel supported vehicles along said car.

*2. In a railway car wherein coupler carrying housings are mounted at opposite ends of a car body for relative longitudinal movement therebetween, the provision of car body extension means mounted at least to one side of one coupler housing and fixed relative thereto for movement with said coupler housing, and means carried by said car body and telescopically receiving a part of said deck extension means therein to accommodate said relative movement, said last named means being in the form of raised housings adapted to elevate wheelsupp orted'vehicles relative to said coupler housings during movement of said vehicles along said car, saidraised housings being pivotally mounted onsaid car body to prevent binding during telescopic movement of said deck extension means therein and said deck extension means being normally extended from said housings.

3. The railway car of claim 2 wherein said deck extension means are pivotally mounted'on movable end sills fixed with said coupler housings.

4. In a railway car having a body portion formed With a flat deck portion adapted to receive wheel supported vehicles there-along, the provision of slidingsill means carried longitudinally of said body portion and carrying couplers at opposite ends thereof which project beyond coupler carrying ends of said sliding sill and movable therewith relative to said body portion in spaced relation thereto, deck portion extension means mounted on said end sills and spanning the space betweensaid end sills and said body portion, and-extension housing means forming'a part of said body portion and slidably receiving and guiding said extension means. V

5. The railway car of claim 4 wherein each of said deck portion extension means is formed from a plurality Y of inverted channel members arranged in side-by-side relation and interconnected al-on gtheir outer ends by a transverse rod journ-aled on-an end sill,each ofsaid extension housing means including a top plate supported by a plurality of transversely spaced" and longitudinally extending depending support and guide members in resting engagement with said deck portion telescopingly receiving said channel members therebetween, the innermost transverse edge portion of said top plate being inclined towards said deck portion to assist receiving wheel supported vehicles onto said extensionthousingr means, and a further transverse rod extending through said extension housing means-adjacent the innermost edge portion thereof and interconnecting said extension housing means with said body portion.

7 the ends of said body portion, end sills attached to the said deck portion to assist receiving wheel supported vehicles onto said-extension housing means, and a further transverse rod extending through said extension housing means adjacent the innermost edge portion thereof and interconnecting said extension housing means with said body portion.

9. A railway car having a sliding sill and a fiat deck portion at opposite ends thereof, said opposite ends in- ;cluding longitudinal housing portions defined by atop fiat plate fixed against longitudinal movement, a plurality of a transversely spaced and longitudinally extending support and guide members positioned below'said top plate, means joining said support and guide members to said car against glongitudinal movement, andrplate-like deck portion extension means telescopically received in said housing portions for longitudinal extension therefrom, said extension means normally projecting from housing portions 'and' movable I with said sill relative to said deck portion, said extension '6. In a railway car having a body portion formed with a flat deck portion adopted to receive wheel supported vehicles therealong, the provision of sliding sill means carried longitudinally of said body portion and carrying" couplers at opposite ends thereof which project beyond the ends of-said body portion, end sills attached to the coupler carrying ends. of said sliding sill means and 1 movable therewith relative to said body portion in spaced relation thereto, deck portion extension means pivotally mounted on said end sills and spanning the space between said end sills and said body portion, and extension hous- 7 ing means forming a part of said body portion and slidably receiving and guiding said extension means, said extension housing means being pivotally mounted relative to said body portion. t

7. In a railway car having a body portion formed with a fiat deck portion adapted to receive wheel supported vehicles therealong, the provisionof sliding sill means carried longitudinally of said body portion and carrying couplers at opposite ends thereof which project beyond the ends of said body portion, coupler housings forming a part of said sliding sill means and: projecting above said deck portion to elevate said couplers relative tosaid deck A portion, ,end sills attached to said coupler housings and movable therewith relative to said body portion in spaced relation thereto, deck portion extension means mounted means including means slidingly received between said support and guide members to maintain, longitudinal alignment of each of said extension means relative to its respective housing portion. Y I

10.111 ;a railway-car wherein coupler carrying housings are mounted at opposite ends of a car body for relative longitudinal movement relative to the car body, the

provision of car bodyldeck extensionmeans mounted on opposite sides of the coupler housing and fixed relative thereto for movement with said coupler housing,,and means carried by said car body andv fixed relative thereto telescopically receiving a part of said deck extension means to guide the same and accommodate relative moveinent as said deck extension means moves with said coupler housing, said means carried by said car body telescopically receiving part of said deck extension means being in the form of raised housings fixed relative to said car body and being adapted to elevate Wheel supported vehicles along said car.

11. The railway car of claim 10 wherein said car body deck extension means is fixed relative to said coupler housing by means of a pivotal connection.

12. A railway car having a sliding sill and a flat deck portionat the'opposite ends, said opposite ends having longitudinal housing portions defined by a top plate, each of said housing portions being joined to said car adjacent the end, a plurality of transversely spaced and longitudinally extending support and guide members positioned below'said top plate, means joining said support and guide members to said' car so as to'restrainthe same against longitudinal movement, plate-like deck extension means telescopically received in said housing and normally extending longitudinally therefrom, means joining said platelike extension to said sliding sill, and means slidingly received between said support and guide members to maintain longitudinal alignment of said extension means relativeto said housing portion duringsliding movement within said support and guide members. 1

13. A railway car having a sliding sill and a flat deck portion at opposite ends thereof, said opposite ends ineluding longitudinal housing portions including a top flat plate fixed against longitudinal movement, a plurality of transversely spaced and longitudinally extending support and guide members positioned below said top plate, means joining said support and guide members to said car against longitudinal movement, and plate-like deck portion extension means telescopically received in said housing portions for longitudinal extension and retraction with respect thereto, said extension means normally projecting from said housing portions and movable with said sill relative to said deck portion, said extension means including means slidingly received between said support and guide members to maintain longitudinal alignment of each of said extension means relative to its respective housing portion.

References Cited by the Examiner UNITED STATES PATENTS 701,202 5/ 02 Holland et a1 l05458 5 1,250,457 12/17 Hild 105-458 2,971,478 2/61 Dilworth et al. 105-368 3,102,497 9/63 Candlin ct al l05-368 MILTON BUCHLER, Primary Examiner.

10 LEO QUACKENBUSH, Examiner.

Claims (1)

1. IN A RAILWAY CAR WHEREIN COUPLER CARRYING HOUSINGS ARE MOUNTED AT OPPOSITE ENDS OF A CAR BODY FOR RELATIVE LONGITUDINAL MOVEMENT THEREBETWEEN, THE PROVISION OF CAR BODY DECK EXTENSION MEANS MOUNTED AT LEAST TO ONE SIDE OF ONE COUPLER HOUSING AND FIXED RELATIVE THERETO FOR MOVEMENT WITH SAID COUPLER HOUSING, AND MEANS CARRIED BY SAID CAR BODY AND TELESCOPICALLY RECEIVING A PART OF SAID DECK EXTENSION MEANS THEREIN TO GUIDE THE SAME AND ACCOMMODATE RELATIVE MOVEMENT AS SAID DECK EXTENSION MOVES WITH SAID COUPLER HOUSING, SAID LAST NAMED MEANS BEING IN THE FORM OF RAISED HOUSINGS FIXED RELATIVE TO SAID CAR BODY AND ADAPTED TO ELEVATE WHEEL SUPPORTED VEHICLES ALONG SAID CAR.

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