Abstract: A lifting device is configured to support a bridge cap when lifting the cap onto columns under a bridge deck. The lifting device includes an upper bracket arm configured to extend over an upper surface of the deck, and a lower bracket arm configured to extend under a bottom surface of the deck, and to selectively engage the cap at opposite ends of the cap. A side bracket portion connects the lower and upper arms, and is configured to transmit a force associated with a weight of the cap to the upper arm. The upper and lower arms and the side bracket portion are configured to define an open space extending from free ends of the upper and lower arms to the side bracket portion. The space is configured to receive the deck when the lifting device is supporting the cap as the cap is being lifted onto the columns.

Abstract: A lubrication system is contained within the body of a non-freight carrying intermodal container for lubricating a pair of rails of a train track. The lubrication system includes at least a lubricant holding tank for holding lubricant, a lubricant dispensing pump, and one or more hoses connected to the lubricant holding tank for directing a flow of the lubricant to one or more nozzles. The nozzles are positioned to distribute lubricant to at least a top of the pair of rails. The nozzles may be mounted with respect to a car body, floor, or axle trucks. The container is easily moved and repaired via its corner fittings, for example.

Abstract: A lifting device is configured to support a bridge cap when lifting the cap onto columns under a bridge deck. The lifting device includes an upper bracket arm configured to extend over an upper surface of the deck, and a lower bracket arm configured to extend under a bottom surface of the deck, and to selectively engage the cap at opposite ends of the cap. A side bracket portion connects the lower and upper arms, and is configured to transmit a force associated with a weight of the cap to the upper arm. The upper and lower arms and the side bracket portion are configured to define an open space extending from free ends of the upper and lower arms to the side bracket portion. The space is configured to receive the deck when the lifting device is supporting the cap as the cap is being lifted onto the columns.

Abstract: Disclosed is an aerodynamic pseudocontainer for a train. The pseudocontainer is configured to be stacked atop an intermodal container so that its aerodynamic configuration reduces drag when the train is in motion, thereby reducing fuel costs and emissions. The pseudocontainer may have connectors on its bottom so that when it is placed on top of the intermodal container, locking devices may be used for attachment. Also, a top portion and a support frame of the pseudocontainer include fittings with receiving openings configured to receive parts of a positioning device (e.g., a crane) to stack and align the body atop intermodal container. The fittings may be formed in accordance with ISO standards.

Abstract: Disclosed is a system and method for decreasing airflow and improving ventilation within a tunnel, such as a railroad tunnel, including a path for movement of a vehicle (e.g., train) therethrough. The system has a plurality of air baffles mounted within the tunnel, each device comprising a body and a mounting device. Each mounting device positions each body inside and along the length of the tunnel between the entrance and the exit. The air baffles are configured to restrict airflow at least in part in a longitudinal direction of the tunnel, thereby increasing a relative difference between a vehicle speed and air speed in a tunnel annulus when the vehicle passes through the tunnel. The restriction (e.g., decrease) of airflow in the tunnel reduces the piston effect resulting from the vehicle or train passing through, thus reducing emissions and heat generated by the locomotives in the tunnel.

Abstract: The present invention relates to a container-based locomotive power source that can be readily interchanged.

Abstract: Disclosed is a rail car body having a roof, side walls, and a floor for supporting a series of vehicles in end to end relation longitudinally within the body so that they can be transported in a train. The rail car body includes an adjustable deck mounted within the body to support a second series of vehicles also in end to end relation. The adjustable deck has adjustable supports for vertically adjustment between at least two vertical positions in the body. The rail car body also includes a removable intermediate deck for supporting a third series of vehicles in end to end relation within the body. The removable intermediate deck is removably mounted on wheels (of a cart) and can be rolled longitudinally into and out of the rail car body. Thus, the rail car can be used in a two tier configuration or a three tier configuration.

Abstract: Internal lock mechanisms for doors of intermodal containers. The lock mechanisms include a lock member that moves between a locked position engaging a door to lock the door in the closed position and an unlocked position disengaged from the door to permit the door to move from the closed position to the open position. At least a portion of the lock mechanism is provided within or adjacent to the sill. In one instance, the lock member is biased toward the locked position, and a contact portion on a bottom of the container is contacted to unlock it. The lock mechanism may be accessed via connection openings in a corner fitting, for example. In another instance, hooks and hook receiving members are provided within an interior of the container, and rotated along a rotatable shaft between the two positions.

Abstract: Disclosed is an aerodynamic pseudocontainer for a train. The pseudocontainer is configured to be stacked atop an intermodal container in a lead container car at a lead end of the train, so that its aerodynamic configuration reduces drag when the train is in motion, thereby reducing fuel costs and emissions. The pseudocontainer may have connectors on its bottom so that when it is placed on top of the intermodal container, locking devices may be used for attachment.

Abstract: Disclosed is a rail car body having a roof, side walls, and a floor for supporting a series of vehicles in end to end relation longitudinally within the body so that they can be transported in a train. The rail car body includes an adjustable deck mounted within the body to support a second series of vehicles also in end to end relation. The adjustable deck has adjustable supports for vertically adjustment between at least two vertical positions in the body. The rail car body also includes a removable intermediate deck for supporting a third series of vehicles in end to end relation within the body. The removable intermediate deck is removably mounted on wheels (of a cart) and can be rolled longitudinally into and out of the rail car body. Thus, the rail car can be used in a two tier configuration or a three tier configuration.

Abstract: Disclosed are internal lock mechanisms for doors of intermodal containers. The lock mechanisms include a lock member that moves between a locked position engaging a door to lock the door in the closed position and an unlocked position disengaged from the door to permit the door to move from the closed position to the open position. At least a portion of the lock mechanism is provided within or adjacent to the sill. In one instance, the lock member is biased toward the locked position, and a contact portion on a bottom of the container is contacted to unlock it. The lock mechanism may be accessed via connection openings in a corner fitting, for example. In another instance, hooks and hook receiving members are provided within an interior of the container, and rotated along a rotatable shaft between the two positions.

Abstract: Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. A first set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto. The attachment frame includes first and second mounting devices configured to be removably mounted to connection openings of the corner fittings of the top container of the first set of containers. The first mounting device(s) may be rotatably locked within the top connection openings, while the second mounting device(s) may be hooks for latching into the bottom connection openings. A method of attaching the aerodynamic drag reducing device is also disclosed.

Abstract: A lubrication system is contained within the body of a non-freight carrying intermodal container for lubricating a pair of rails of a train track. The lubrication system includes at least a lubricant holding tank for holding lubricant, a lubricant dispensing pump, and one or more hoses connected to the lubricant holding tank for directing a flow of the lubricant to one or more nozzles. The nozzles are positioned to distribute lubricant to at least a top of the pair of rails. The nozzles may be mounted with respect to a car body, floor, or axle trucks. The container is easily moved and repaired via its corner fittings, for example.

Abstract: Disclosed is an aerodynamic pseudocontainer for a train. The pseudocontainer is configured to be stacked atop an intermodal container so that its aerodynamic configuration reduces drag when the train is in motion, thereby reducing fuel costs and emissions. The pseudocontainer may have connectors on its bottom so that when it is placed on top of the intermodal container, locking devices may be used for attachment. Also, a top portion and a support frame of the pseudocontainer include fittings with receiving openings configured to receive parts of a positioning device (e.g., a crane) to stack and align the body atop intermodal container. The fittings may be formed in accordance with ISO standards.

Abstract: Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. A first set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto. The attachment frame includes first and second mounting devices configured to be removably mounted to connection openings of the corner fittings of the top container of the first set of containers. The first mounting device(s) may be rotatably locked within the top connection openings, while the second mounting device(s) may be hooks for latching into the bottom connection openings. A method of attaching the aerodynamic drag reducing device is also disclosed.

Abstract: Disclosed is a locomotive of a train with a plurality of aerodynamic drag reducing devices. A locomotive may have a plurality of drag reducing devices attached to a longitudinal end of the locomotive adjacent a walkway of the locomotive. Each drag reducing device may be positioned at an angle with respect to a centerline of the locomotive so as to reduce drag on the locomotive. The drag reducing devices may be mounted to a handrail included on the walkway using separate or single assemblies. Drag reducing devices may also be provided on an opposite or back end of the locomotive, as well as retrofit to a face of the locomotive to reduce drag. Angled winglets may be provided on the drag reducing devices to assist in inducing air flow.

Abstract: Disclosed is a car body for use in a train which includes a fan mounted thereon and constructed to generate airflow at least in part in a longitudinal direction of the train. The car body may be coupled to one or more locomotives or car bodies within the train. As the train moves through a tunnel, for example, the fan is rotated by a power source to increase movement of air within the tunnel annulus, thereby reducing locomotive overheating or stalls within the tunnel. Flow directors to direct air into or out of the inlet and outlet of the fan may also be provided on the car body. Also, the fan may be mounted to the car body via a pivoting connection to allow for adjustment of its inlet/outlet and thus the generated airflow direction.

Abstract: Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. The series includes at least a first, leading set of containers and a second, trailing set of containers. The first, leading set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto facing a forward direction. The attachment frame includes at least one mounting device configured to be removably mounted in the tunnel of the top container of the first, leading set of containers. Additionally, the second, trailing set of containers may include a second, aerodynamic drag reducing device, also attached via a gooseneck tunnel. Curtains may also be attached between a plurality of intermediate or adjacent sets of stacked containers to assist in reducing drag on the train when moving.

Abstract: Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. A first set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto. The attachment frame includes first and second mounting devices configured to be removably mounted to connection openings of the corner fittings of the top container of the first set of containers. The first mounting device(s) may be rotatably locked within the top connection openings, while the second mounting device(s) may be hooks for latching into the bottom connection openings. A method of attaching the aerodynamic drag reducing device is also disclosed.

Abstract: Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. The series includes at least a first, leading set of containers and a second, trailing set of containers. The first, leading set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto facing a forward direction. The attachment frame includes at least one mounting device configured to be removably mounted in the tunnel of the top container of the first, leading set of containers. Additionally, the second, trailing set of containers may include a second, aerodynamic drag reducing device, also attached via a gooseneck tunnel. Curtains may also be attached between a plurality of intermediate or adjacent sets of stacked containers to assist in reducing drag on the train when moving.