Abstract: A multilevel railway auto rack car for transporting automobiles is provided having at least one upper deck with end segments pivotable to accommodate the difference in height of corresponding upper decks of adjacent auto rack cars and facilitate loading of automobiles between cars. A pivoting assembly pivots the end segment between raised and lowered positions, as well as prevents the end segment from being inadvertently left in the lowered position.

Abstract: A multilevel railway auto rack car for transporting automobiles is provided having at least one upper deck with end segments pivotable to accommodate the difference in height of corresponding upper decks of adjacent auto rack cars and facilitate loading of automobiles between cars. A pivoting assembly pivots the end segment between raised and lowered positions, as well as prevents the end segment from being inadvertently left in the lowered position.

Abstract: A multilevel railway auto rack car for transporting automobiles is provided having at least one.upper deck with end segments pivotable to accommodate the difference in height of corresponding upper decks of adjacent auto rack cars and facilitate loading of automobiles between cars. A pivoting assembly pivots the end segment between raised and lowered positions, as well as prevents the end segment from being inadvertently left in the lowered position.

Abstract: A railroad car for carrying steel coils includes a pair of spaced apart supports located inboard of the sides of the railroad car. The supports have upper angled surfaces and the supports are arranged so as to impart a trough-shape cavity for receiving bottoms of steel coils whose central axes are aligned generally parallel to the length of the railroad car. The supports carry lateral loading of the steel coil as well as draft and buff loadings. Laterally extending wings are located outboard of the supports for engaging one or more overhead covers.

Abstract: A novel sidewall structure for a motor-vehicle carrying railway car wherein at least one upper deck is supported principally by longitudinal beams that are themselves supported by end structures, without the need for large, heavy vertical posts to support the decks between the end structures. To provide a lightweight car body with sufficient strength and durability for commercial rail service, the car body may be of monocoque construction. Each sidewall preferably has a plate girder structure that employs the horizontal beams as its principal supports, with the beams tied together by sidewall panels or plates. A plurality of light stiffeners may be employed to limit flexure of the sidewalls. Each of the end structures preferably comprises an offset H frame that includes a draft sill joined to a body bolster, and inner and outer cross bearers joined to the draft sill. In the offset H frame, the draft sill slopes downward and inward, with the inner cross bearer being at a lower elevation than the outer one.

Abstract: A sidewall structure for a motor-vehicle carrying railway car wherein at least one upper deck is supported principally by longitudinal beams that are themselves supported by end structures, without the need for large, heavy vertical posts to support the decks between the end structures. To provide a lightweight car body with sufficient strength and durability for commercial rail service, the car body may be of monocoque construction. Each sidewall preferably has a plate girder structure that employs the horizontal beams as its principal supports, with the beams tied together by sidewall panels or plates. A plurality of light stiffeners may be employed to limit flexure of the sidewalls. Each of the end structures preferably comprises an offset H frame that includes a draft sill joined to a body bolster, and inner and outer cross bearers joined to the draft sill. In the offset H frame, the draft sill slopes downward and inward, with the inner cross bearer being at a lower elevation than the outer one.

Abstract: A novel sidewall structure for a motor-vehicle carrying railway car wherein at least one upper deck is supported principally by longitudinal beams that are themselves supported by end structures, without the need for large, heavy vertical posts to support the decks between the end structures. To provide a lightweight car body with sufficient strength and durability for commercial rail service, the car body may be of monocoque construction. Each sidewall preferably has a plate girder structure that employs the horizontal beams as its principal supports, with the beams tied together by sidewall panels or plates. A plurality of light stiffeners may be employed to limit flexure of the sidewalls. Each of the end structures preferably comprises an offset H frame that includes a draft sill joined to a body bolster, and inner and outer cross bearers joined to the draft sill. In the offset H frame, the draft sill slopes downward and inward, with the inner cross bearer being at a lower elevation than the outer one.

Abstract: A freight carrying railroad car including a body supported at each end by wheel-containing trucks; the body having a vertical center beam extending the length of the car between bulkheads at each end of the car; the center beam having a center sill, a top sill parallel to and spaced above the center sill, and a plurality of vertical spaced apart columns connected at their lower ends to the center sill and at their upper ends to the top sill; a vertical plate at each end of the car extending from the center sill to the top sill, and from the respective bulkhead at that end inwardly along the center sill; each vertical plate being joined to the center sill, top sill, bulkhead and a plurality of said columns such that opposed facing ends of said vertical plates are spaced from each other a distance of at least about 60% of the length of said car between the bulkheads; and between the facing end of each of the vertical plates and the car length center, at least one bracing bar extending diagonally downwardly, tow

Abstract: A freight carrying railroad car including a body supported at each end by wheel-containing trucks; the body having a vertical center beam extending the length of the car between bulkheads at each end of the car; the center beam having a center sill, a top sill parallel to and spaced above the center sill, and a plurality of vertical spaced apart columns connected at their lower ends to the center sill and at their upper ends to the top sill; a vertical plate at each end of the car extending from the center sill to the top sill, and from the respective bulkhead at that end inwardly along the center sill, each vertical plate being joined to the center sill, top sill, bulkhead and a plurality of said columns such that opposed facing ends of said vertical plates are spaced from each other a distance of at least about 60% of the length of said car between the bulkheads; and between the facing end of each of the vertical plates and the car length center, at least one bracing bar extending diagonally downwardly, tow

Abstract: A freight carrying railroad car including a body supported at each end by wheel-containing trucks; the body having a vertical center beam extending the length of the car between bulkheads at each end of the car; the center beam having a center sill, a top sill parallel to and spaced above the center sill, and a plurality of vertical spaced apart columns connected at their lower ends to the center sill and at their upper ends to the top sill; a vertical plate at each end of the car extending from the center sill to the top sill, and from the respective bulkhead at that end inwardly along the center sill; each vertical plate being joined to the center sill, top sill, bulkhead and a plurality of said columns such that opposed facing ends of said vertical plates are spaced from each other a distance of at least about 60% of the length of said car between the bulkheads; and between the facing end of each of the vertical plates and the car length center, at least one bracing bar extending diagonally downwardly, tow