Abstract: A railroad tank car may have external fittings, such as brake fittings. A low mount brake fitting is located in a recess formed in the end sill of the car or in the side sill of the car between the main bolster and the end sill. Where an end sill installation is used, the end sill may be asymmetric, with the recess being formed to one side of the center sill. Alternatively, the end sill may be offset longitudinally away from the striker, and a spacer inserted.

Abstract: A side wall for a railcar includes a plurality of integrated side sheets. Each of the integrated side sheets includes a sheet of metal having a top side edge and a bottom side edge extending from a first end to a second end of the sheet of metal. The sheet of metal further includes a flat area portion extending a first distance from the first end towards the second end between the top side edge and the bottom side edge. The sheet of metal further includes a side post portion adjacent to the flat portion, the side post portion comprising a plurality of bends forming a recess. The plurality of bends forming the recess includes at least a first bend, a second bend, a third bend, and a fourth bend. Adjacent integrated side sheets may be coupled together to form the side wall.

Abstract: An on-track work or rescue vehicle for fire-fighting and/or the rescue of persons in tunnels or subway tubes has a drive which can be operated for at least a limited duration without ambient air. A liquid tank is arranged on the work or rescue vehicle. A fan blower with a fluid spraying device is connected to the liquid tank for producing a spray mist. The work or rescue vehicle is a traction vehicle for pulling or pushing other rail vehicles. A work or rescue vehicle of this type can move to a fire source under the protection of the spray mist blown into the tunnel or subway tube and, if required, pull or push a damaged rail vehicle from a danger zone.

Abstract: A superstructure for a railcar comprising at least a first side assembly, a roof extending from the first side assembly and being comprised of at least a first top chord extending inwardly and upwardly from the first side assembly and a first top chord stiffener comprised of at least a first leg and a second leg. The first and second legs are disposed at a right angle to each other, and the first top chord stiffener is attached to the first top chord and the first side assembly.

Abstract: A railroad freight car has lifting apparatus at the body bolsters of the car. In addition it has lifting interface members mounted to underlie the side sills near the wheel-well cut-outs of the side beams. The lifting interface members stand downwardly proud of adjacent structure and fasteners heads, such that when lifting apparatus, such as a hydraulic lift, is brought to bear it contacts the lifting interface member first, rather than damaging adjacent structure, be it the side sills themselves, lateral cross-members such as cross-bearers and cross-ties, or diagonal struts. It may also tend to prevent consequent damage to the end bulkheads. The lifting interface members may permit the replacement of wheelsets in the field. The lifting members may be sacrificial, such that they may be replaced when worn or damaged.

Abstract: An autorack railroad car has a housing surmounting an underframe. The underframe defines a first or main deck. The housing, or “rack” defines at least one additional deck spaced upwardly from the main deck. The housing has end doors. The end doors may be folding end doors, such as a tri-fold hinged door. When closed, the door may be secured by latches at top and bottom. The car may have a dynamic response member, such as a damper, or stop, mounted between one or more panels of the door and the adjacent end of the deck. The dynamic response member may function either to provide damping to the door in vibration, or may function to define a vibration nodal point intermediate the main deck and the roof, or both.

Abstract: A hopper car discharge section may be wide at the top and narrow at the bottom. Outflow is controlled by movable closure members. The hopper car has a plurality of hoppers of which two hoppers share a common ridge assembly. The ridge assembly forms a common mating and fit up location for the upper margins of the slope sheets of two lengthwise adjacent hoppers. The ridge assembly includes an horizontal center section and two end plates that angle upwardly outboard toward the top chords of the sidewalls. The ridge assembly stands proud of the upper margin of the respective adjacent slope sheets. A gusset is mounted between the adjacent slope sheets below the ridge plate such that the slope sheets and gusset form a reinforcement tube running across the car, the end plates forming the stems of a vertical T-section attached to the sidewall and overlapping the top chord.

Abstract: A superstructure for a railcar comprising at least a first side assembly, a roof extending from the first side assembly and being comprised of at least a first top chord extending inwardly and upwardly from the first side assembly and a first top chord stiffener comprised of at least a first leg and a second leg. The first and second legs are disposed at a right angle to each other, and the first top chord stiffener is attached to the first top chord and the first side assembly.

Abstract: A railroad freight car has lifting apparatus at the body bolsters of the car. In addition it has lifting interface members mounted to underlie the side sills near the wheel-well cut-outs of the side beams. The lifting interface members stand downwardly proud of adjacent structure and fasteners heads, such that when lifting apparatus, such as a hydraulic lift, is brought to bear it contacts the lifting interface member first, rather than damaging adjacent structure, be it the side sills themselves, lateral cross-members such as cross-bearers and cross-ties, or diagonal struts. It may also tend to prevent consequent damage to the end bulkheads. The lifting interface members may permit the replacement of wheelsets in the field. The lifting members may be sacrificial, such that they may be replaced when worn or damaged.

Abstract: An autorack railroad car has a housing surmounting an underframe. The underframe defines a first or main deck. The housing, or “rack” defines at least one additional deck spaced upwardly from the main deck. The housing has end doors. The end doors may be folding end doors, such as a tri-fold hinged door. When closed, the door may be secured by latches at top and bottom. The car may have a movable sill-step, or foot-hold that is movable between a deployed or extended position, and a stowed or retracted position. The movable step may be mounted to a panel of the door. The movable step may be biased away from any position between the stowed and retracted positions. The movable step may be free of springs that may break, and free of pins or other items requiring careful removal and replacement. The movable parts of the step assembly may be captured by the stationary parts to prevent them from coming loose or falling off.

Abstract: An autorack railroad car has a housing surmounting an underframe. The underframe defines a first or main deck. The housing, or “rack” defines at least one additional deck spaced upwardly from the main deck. The housing has end doors. The end doors may be folding end doors, such as a tri-fold hinged door. When closed, the door may be secured by latches at top and bottom. The car may have a dynamic response member, such as a damper, or stop, mounted between one or more panels of the door and the adjacent end of the deck. The dynamic response member may function either to provide damping to the door in vibration, or may function to define a vibration nodal point intermediate the main deck and the roof, or both.

Abstract: An autorack rail road car has an underframe having a main deck, and a rack mounted to the underframe. The rack supports one or more decks above the main deck, and also supports, or defines, an enclosure that protects the automobiles carried as lading. One way to prolong the life of the rack is to delay corrosion. Corrosion may start in locations that are difficult to clean, or that have not been cleaned prior to painting. Autorack upper decks may use longitudinally extending stringers. A stringer of closed section may be less prone to facilitating early corrosion, and may be less prone to drip rust-filled water on automobiles carried as lading. In some embodiments the stringer may be placed at a slope discontinuity in the lading deck, and may overlap that slope discontinuity.

Abstract: A system for guiding rails onto a rail train having rail cars with a plurality of vertically spaced rail support shelves includes upwardly opening guide channels extending from funnel members position at the end of the rail car to each shelf in alignment with the outermost rail receiving pockets of each shelf. A guide shoe with a horizontal roller recessed therein and projecting below the bottom of the shoe is mounted on the end of a rail threaded across the shelves and guide channels of the rail support car. An alternative guide shoe further includes vertically extending rollers projecting from the sides of the guide shoe.

Abstract: A wagon has two side walls, two end walls and a base. At least a portion of one or each side wall has two side wall parts in the form of panels. Each panel has a respective constant wall thickness and is joined together. In some embodiments, the panels can be integrally formed. The side wall panels are also each of a different material thickness. A bridging member in the form of an angled bracket is arranged to interconnect the respective side wall panels by being separately connected to each side wall panel.

Abstract: A railway car includes a railway car underframe having a first longitudinal side sill and a second longitudinal side sill with at least one sidewall assembly disposed along the first longitudinal side sill of the railway car underframe. The sidewall assembly is formed in part from a side sheet, an interior vertical support post, and an exterior vertical support post. A first end of the interior vertical support post and a first end of the exterior vertical support post are each respectively disposed adjacent to the first longitudinal side sill of the railway car underframe. The exterior vertical support post is coupled to an exterior surface of the side sheet. The interior vertical support post is coupled to an interior surface of the side sheet.

Abstract: To adequately maintain recyclability of a railcar bodyshell while improving the appearance, manufacturing accuracy, and producibility of the railcar bodyshell. A railcar bodyshell includes: a metal side outside plate 2 having openings 2b to 2d; a plurality of metal horizontal frame members 3 joined to an inner surface of the side outside plate 2 and extending in a railcar front-rear direction; a plurality of metal vertical frame members 4 joined to the inner surface of the side outside plate 2 and extending in a railcar upper-lower direction; and carbon fiber reinforced resin members 5A to 5D each joined to a predetermined portion on the inner surface of the side outside plate 2, the predetermined portion including a corner portion of each of peripheral portions 2f to 2h respectively defining openings 2b to 2d or a part of a portion between the vertical frame members 4.

Abstract: An interior structure is provided that is lightweight and is capable of beautifully finishing a surface on a cabin side. An interior structure 100 of the present invention includes a plurality of interior panels 1 forming the inner walls of a cabin and a support means 5 for supporting the interior panel 1. The interior panel 1 has a composite plate 4 including two metal plates 2 and a non-foam resin layer 3 disposed between the two metal plates 2.

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: A side wall for a rail vehicle is provided. The side wall includes a plurality of profiles which are arranged vertically one above the other. A sliding seat is formed between two adjacent profiles. A first profile of the adjacent profiles has, on an outer side of the side wall, a welding projection, and a second profile of the adjacent profiles has a welding projection which is dimensioned to reach a predefined overall side wall height. The two adjacent profiles are welded to one another on the outer side of the side wall via a V-seam.

Abstract: A method of shortening an end of a well car includes removing a plurality of parts that would inhibit the shortening process; cutting a shear plate and a set of side sill angles at a location on the well side of the end assembly; detaching the end assembly from a main body of the well car; on each side of the main body: cutting the top tube at a location above a monument plate that is just beyond a reinforcement plate attached to the monument plate; cutting through a weld between the monument and reinforcement plates and a side sheet; cutting through the side sheet generally at the attachment location of the monument and reinforcement plates; and cutting the shear plate of the main body with a contoured cut such that the remaining shear plate has a contoured pattern substantially matching the cut shear plate under the removed end assembly.

Abstract: A method of shipping automobiles, a railcar for shipping automobiles, and a method of manufacturing railcars for shipping automobiles. The method comprises, among other steps, determining a distribution of vehicle heights for passenger cars sold within a predetermined area and a predetermined time period; assessing weight, bottom clearance, length, width and Cg for the passenger cars; and transporting the passenger cars on a plurality of single-unit tri-level auto rack railcars, each comprising a flat car and a fixed-deck rack built on the flat car. Each of the railcars has (a) three decks which are fixed along their entire lengths and which are capable of transporting in commercial rail service over 90% of passenger cars manufactured in the predetermined area and predetermined time period with a load factor of at least 15 with minimum vertical clearances of between 64 and 66 in. to accommodate the vehicle heights of the passenger cars, while also accommodating at least 3 in.

Abstract: To join vertically and horizontally arranged frame members to the interior face of an outer panel, the horizontal frame members are disposed on the outer panel so as to take precedence over the vertical frame members and are weld-joined to the outer panel. The vertical frame members are placed on the horizontal frame members from the interior side and are weld-joined to the horizontal frame members. The vertical frame member includes a standard-width frame member and a wide-width frame member having a width greater than the width of the standard-width frame member. The vertical frame members are joined to and in contact with the outer panel at a reduced number of points, so that the appearance of the outer panel is maintained in a good condition. With this configuration, a low cost vertical and horizontal frame structure is achieved, which has sufficiently high joint strength that provides the required strength of the outer panel.

Abstract: A railroad freight car with a lengthened container well, including an extended and reinforced well car unit side sill, and a method for lengthening a container well of a railroad freight car intended for carrying an intermodal cargo container. A side sill extension member is welded into position, between a body bolster at each end of the container well unit and a nearest container support assembly, and a container-well bottom assembly is lengthened at each end of the container well. A longitudinally-extending doubler plate may be welded to the longitudinally central portion of the side sill, to ensure sufficient rail clearance at mid-length of the car.

Abstract: A rail car with a double longitudinal tub floor. The car may comprise a car body supported on a frame, the principal element of the frame being a longitudinal center sill assembly. The frame is in turn supported on a pair of wheel trucks. The car body includes a pair of generally vertical end wall assemblies joined to a pair of generally vertical side assemblies. The box is closed on the bottom by a floor assembly. The floor assembly includes a pair of longitudinal tubs. The longitudinal tubs are divided into tub segments and supported by cross-bearer assemblies. The cross-bearer assemblies are joined to the center sill assembly. The longitudinal tubs are supported primarily by the center sill assembly, both directly by joining each tub's lateral inboard edge to the center sill, and indirectly by joining the tub's chord end edges to the cross-bearer assemblies. Diagonal braces may be attached to the cross bearer assemblies and the side assemblies to help prevent bowing of the sides.

Abstract: A body frame structure having practically sufficient strength is provided. The body frame structure has a simple structure that can be obtained by simple joining operation. Vertically and horizontally arranged first and second frame members are weld-joined to an outer panel with an end portion of the second frame member facing a side surface of the first frame member. The first frame member is placed in a straddling manner on the outer panel and the end portion of the second frame member weld-joined to the outer panel and is weld-joined to both the second frame member and the outer panel. In this manner, even when the vertically and horizontally arranged first and second frame members are laser-welded to the outer panel, the joint strength can be improved without using a joint plate.

Abstract: A railway hopper car is provided. The railway hopper car includes an upper portion and a lower portion. The upper portion includes first and second sidewalls, and first and second end walls. The lower portion includes at least two cargo wells and a longitudinal boundary extending between the cargo wells. The upper and lower portions define an interior volume of the hopper car. The railway hopper car further includes a roof panel and a first support assembly. The roof panel includes an access opening extending longitudinally over at least a portion of the cargo wells. The first support assembly is coupled to an inner surface of the first sidewall, and extends between a top edge and a bottom edge of the first sidewall. The first support assembly is positioned proximate to the longitudinal boundary, and is configured to only partially extend into the interior volume of the hopper car.

Abstract: A railroad gondola car has a hopper carried between two trucks. The hopper has convergent end and side slope sheets that feed a bottom discharge. The bottom discharge has a pair of longitudinal doors. The door closing mechanism is a mechanical transmission that includes a set of linkages running from the door to a reciprocating pneumatic cylinder. The linkages run generally parallel to the slope sheet. The car has a very short draft installation that includes a removable coupler carrier bar, and the main shear plate has a removable draft gear installation panel. There is a machinery space above the end section shear plate. It is overhung by the slope sheet that is substantially unobstructed by any other primary structure. The pneumatic cylinder is mounted on an angle in this unobstructed machinery space, oriented longitudinally over the draft sill beneath the main drag link of the mechanical transmission, and above the main pivot of the driving input lever of the transmission.

Abstract: A shipping container support mechanism for a rail freight wagon is adjustable between a retracted position in which a container can be supported in a well of the wagon between elevated end platforms which extend over wheels and bogies. In the deployed, extended position, the mechanism supports an end region of a container, the opposite end of which can be supported on another such mechanism or an end platform. The support mechanism is mountable in the side wall of the wagon and has a pivotal support arm which can move from a stowed position in the wagon frame to a horizontally extended position.

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: The present invention provides a joint for transferring load from the underframe of a locomotive to the cant rail of its car body. The joint includes a base connected to the underframe of the locomotive with a body portion attached thereto. This body portion carries a generally diagonally situated member connected to the cant rail of the car body of the locomotive, such that the load from the underframe is transferred to the base of the joint, through the body portion of the joint, to the diagonally situated member and to the cant rail during bending of the underframe of the locomotive. In another aspect of the present invention, a joint is provided which is generally flexible to accommodate bending of the car body and underframe of the locomotive relative to their respective stiffnesses.

Abstract: The present invention provides a side wall of railway wagon and a boxcar of railway wagon. The side wall of the railway wagon comprises an upper side plate, a lower side plate, an inner side stake and an outer side stake, wherein the said inner side stake is arranged at the inner side of the said upper side plate and the said lower side plate, and the said outer side stake is arranged at the upper part of the said side wall of railway wagon and is arranged at the outer side of the said upper side plate. By applying the side wall in the form of internal stakes, the side wall of railway wagon and the boxcar of railway wagon of the present invention can make full use of the width space between the outer surface of the side plate and the outer surface of the side stake on the basis that the external dimension of the railway wagon is not changed, thereby effectively improving the volume of the railway wagon and the transporting capability of the train.

Abstract: A railroad freight car with a lengthened container well, including an extended and reinforced well car unit side sill, and a method for lengthening a container well of a railroad freight car intended for carrying an intermodal cargo container. A side sill extension member is welded into position, between a body bolster at each end of the container well unit and a nearest container support assembly, and a container-well bottom assembly is lengthened at each end of the container well. A longitudinally-extending doubler plate may be welded to the longitudinally central portion of the side sill, to ensure sufficient rail clearance at mid-length of the car.

Abstract: A open top railcar comprises a pair of spaced trucks, a railcar body supported on the trucks, the body comprising a pair of side structures on opposed sides of the railcar and a pair of end structures on opposed ends of the railcar, and a top chord extending the length of the side structures and the width of the end structures, wherein the top chord includes an inwardly sloped top surface configured to discharge lading toward the interior of the railcar through gravity. The railcar may further include corner cap, or end cap members, with each corner cap, or end cap including inwardly sloped top surface configured to discharge lading toward the interior of the railcar through gravity. The railcar may be a hopper railcar having a plurality of discharge chutes forming pockets for the body which open to the interior with a plurality of door operated through a pneumatic door operating system and further including a manual door operating override for each door.

Abstract: A lateral face of a rail vehicle body is provided including a framework which is formed by an assembly of a plurality of adjacent panels and an outer skin which is adhesively-bonded to the framework and which extends over at least two adjacent panels, the assembly of panels and the skin forming a laminated assembly, each panel including ribs which are arranged so as to ensure the vertical rigidity and the horizontal rigidity of the lateral face. The outer skin extends over the entire length of the lateral face.

Abstract: An hollow railroad car may be a have a lading containment structure that is a pressure vessel. The car may be a covered hopper car having one or more hopper discharge sections. Each hopper discharge section may include a transition from a substantially rectangular upper inlet to a substantially circular outlet. The transition may include developed plate formed as partial conic sections fitted as valleys between respective pairs of fore-and-aft slope sheets and side slope sheets. The car may have substantially planar internal ring reinforcement assemblies that serve to form a jig and a welding surface for the fore-and-aft slope sheet, a self-jig for the skins of the side wall and roof sheets, and which define buckling nodes for longitudinal compression of the car. The rings form local T-sections in combination with the adjacent wall skins, and do not employ out-of-plane formed sections such as hat sections. The reinforcement may be fabricated from flat sheet or flat bar.

Abstract: A hopper car has arcuate side sheets that are bent over the forming members of the structure to give a generally outwardly bulging shape. The upper margin of the side sheet is kinked inwardly of the radius of curvature of the larger portion of the side sheet more generally, such as may tend to impose a bending moment on the large, relatively thin side sheet panels. This may in turn tend to urge or bias those panels to a bulging position or shape, rather than a sagging, deflected, or inwardly dented position.

Abstract: A rail road freight car, which may be a gondola car, may have a flat deck, and a peripheral wall structure. The peripheral wall structure may include arcuate sidewalls and arcuate endwalls. The car body may include internal stiffeners having an arcuate outside sidewall profile. Those stiffeners may be lined up with cross-bearers and bolsters, such that large spring-like frames are formed. The car may include stations at which there are cross-bearers, but no corresponding upstanding wall reinforcement posts mounted outside the car walls. The end top chords may be curved and may be pin jointedly connected to the side top chords. The side top chords may have a central portion that has a substantially greater second moment of area for resisting lateral deflections than adjacent end portions. The arcuate form of the endwalls may provide additional space in which to mount safety appliances.

Abstract: A guided transport vehicle has a berth with open side and bottom for a roadway vehicle to be driven along side on a station driveway and obliquely steered into the berth and lifted for transport on the transport vehicle and lowered to another station driveway and obliquely steered out from the berth. The guided vehicle can be a railway car in a train on a track or guideway flush with station driveways for the transfer vehicle. The transfer vehicle can be a bus, truck, motor home, or platform for holding containers or vehicles. This transfer vehicle has all wheel parallel steering and can shift to front wheel steering at either end. End rollers guide the transfer vehicle parallelly in and out of the berth, and end lifts raise the vehicle for travel on the train above the track. The vehicle is controlled to accelerate to train speed and aligned before all wheels are turned together at an oblique angle to enter the berth.

Abstract: A joint connecting a container corner support assembly to a body bolster and a connecting assembly portion of an end of a container well unit in connection with shortening a container well of a railroad freight car intended for carrying an intermodal freight container. A connector member is welded into position, between a transverse gusset plate of a container corner support assembly and a closure plate of a connecting assembly, to transmit forces between the gusset plate and the connecting assembly associated with a body bolster in an end of the container well unit.

Abstract: An air flow conduit (98) and a related plenum (80) for distributing conditioned air from a refrigeration and heating unit (64) on an end (44) of a railroad freight car (20) into a cargo space (53) within the car (20). A deflector directs a flow of air upward into an inlet end of the plenum (80) and allows the flow to expand gradually within the plenum, smoothing the flow of air within the plenum so that it continues effectively at sufficient rates over the length of the car (20).

Abstract: A joint connecting a container corner support assembly to a body bolster and a connecting assembly portion of an end of a container well unit in connection with shortening a container well of a railroad freight car intended for carrying an intermodal freight container. A connector member is welded into position, between a transverse gusset plate of a container corner support assembly and a closure plate of a connecting assembly, to transmit forces between the gusset plate and the connecting assembly associated with a body bolster in an end of the container well unit.

Abstract: The present invention relates to a railway wagon comprising a load carrier and front and rear bogies. The load carrier is releasably connected to, and laterally displaceable in relation to, the respective bogies. Supporting devices are mounted at the ends of the load carrier. They support the load carrier when it is displaced in relation to the bogie. Each supporting device comprises an abutment device which is vertically operable between a pulled-up position and an extended position. At each end of the load carrier there is also a displacing driving device for displacing the load carrier relative to the bogie, and a device that counteracts tilting tendencies of the load carrier. Each abutment device comprises a sliding member, which can slide on the base in the extended position. The railway wagon can thus be displaced, for instance pivoted outwards at one end, to allow a truck to be driven on to or off the same.

Abstract: This invention is a railway car and system to carry automobiles and load and unload them by drivers driving under a bridge-like opening to ramps through the car and centering the auto parallel to and under the car. A ramp or lift takes the auto up to floor level. The auto is driven, pulled or pushed to storage spaces on the train including up ramps which are hinged at the top and let down to tale vehicles between one or more upper levels or to tilt park the vehicle on the ramp. These ramps are pulled up with a vehicle chocked thereto to get the maximum practical number of vehicles on the railway car. The rail car can be loaded while stationary or while moving along an area paved flush with the rails.

Abstract: A railcar system includes a plurality of railcar walls and a plurality of railcar support posts each coupled to at least one of the plurality of walls. Each of the plurality of support posts comprises a web portion comprising a non-metallic material and a plurality of flange portions coupled to the web portion, the flange portions comprising a metallic material.

Abstract: A railroad freight car that may include multiple units, the body of at least one unit including a container well for carrying intermodal freight containers, the body including a pair of side sills generally of closed box beam configuration with holes and reinforcing rings and with longitudinally extending reinforcing members in the top or bottom, or both, of the beams. The ends of the longitudinally extending reinforcing members are tapered and have their extremities attached to a portion of a side sill web spaced apart from the extreme top or bottom members of the beam.

Abstract: A system for handling cargo containers includes at least one intermodal railroad car having a pair of longitudinal ramps and a pair of tapered ends, at least one vehicle connectable to a cargo container and having ground engaging wheels mounted in a spaced apart relationship for travel on the pair of longitudinal ramps and further having linear actuators for moving the cargo container in a vertical direction, and at least one cargo handling terminal enabling movement of the at least one vehicle onto and from each of the pair of longitudinal ramps and the pair of ends for loading the cargo container onto and unloading the cargo container from the at least one intermodal railroad car. A vehicle adapted for travel on both ground surface and rail track and a method for transporting cargo using such vehicle are also provided.

Abstract: A method of insulating an existing cargo container, such as a boxcar. The method allows for the application of improved insulation materials to improve the R-Value of an existing boxcar without building a new boxcar. In one implementation, the method includes preparing multiple insulating panels comprising an insulating layer and an outer skin located on at least one face of the insulating layer and attaching the insulating panels on an exterior surface of the side walls, end walls, and roof of the boxcar. The method also includes installing closures on uncovered areas of the boxcar and applying foam insulation to the bottom surface of the boxcar.

Abstract: A railroad freight car of the center beam type, in which the upright center beam has a top chord interconnected with a bulkhead at each end of the body of the car, and spaced-apart upright columns and elongate diagonal structural members interconnect the top chord with the center sill of the car body. A top chord may be of formed plate including longitudinal stiffening ridges and laterally outer reinforcing parts.

Abstract: A manufacturing facility and method for assembling a railway car having a composite box structure mounted on a railway car underframe are provided. The composite box structure may be defined in part by exterior metal sheets, side stakes attached to the exterior metal sheets, insulating materials disposed between the side stakes and the exterior metal sheets and at least one layer of fiber reinforced material. The composite box structure preferably includes a pair of endwalls, a pair of sidewalls, a floor assembly and a roof assembly.

Abstract: A center beam car has a main deck structure extending laterally from a main center sill, a laterally extending top truss structure, and a central vertically oriented web work structure for carrying vertical shear loads. The center beam so formed defines bunks upon in which to carry cargo. The upper region of the web-work structure includes a deep upper beam structure that has downwardly extending planar surfaces. The surfaces provide a bearing area against which bundled loads can be secured. The surfaces are inwardly reinforced to discourage deflection between adjacent upright members of the vertical web work.