Abstract: According to some embodiments, a railcar comprises a first well component supported by a first railcar truck and a second railcar truck. The first well component is disposed between the first railcar truck and the second railcar truck. The length of the first well component is restricted to transport an intermodal shipping container no longer than twenty feet in length. In particular embodiments, the first well component is configured to transport a double stack of twenty-foot intermodal shipping containers. Each twenty-foot shipping container of the double stack may be loaded to maximum weight of 67,000 pounds. Particular embodiments include an articulated railcar with two or more twenty-foot well components.

Abstract: A railcar frame includes a first side sheet assembly. The first side sheet assembly includes a first side sheet, a first top chord, and a first side sill. The first side sheet includes one or more truss structures formed within the first side sheet by removing a plurality of portions of the first side sheet according to a pattern. The first side sheet has a length along a first axis and a width along a second axis perpendicular to the first axis. The first top chord is welded to a top portion of the first side sheet along the first axis. The first side sill is welded to a bottom portion of the first side sheet along the first axis opposite the first top chord.

Abstract: According to some embodiments, a railcar comprises a first well component supported by a first railcar truck and a second railcar truck. The first well component is disposed between the first railcar truck and the second railcar truck. The length of the first well component is restricted to transport an intermodal shipping container no longer than twenty feet in length. In particular embodiments, the first well component is configured to transport a double stack of twenty-foot intermodal shipping containers. Each twenty-foot shipping container of the double stack may be loaded to maximum weight of 67,000 pounds. Particular embodiments include an articulated railcar with two or more twenty-foot well components.

Abstract: A method of shipping automobiles, railcars for shipping automobiles, and methods of manufacturing railcars for shipping automobiles to enable more efficient shipping of automobiles by facilitating conversion of autorack cars between unilevel, bi-level and tri-level configurations, and/or by providing increased load factors.

Abstract: A connection or weld attachment and method are disclosed for use in connecting a first structural member with a second structural member. An end plate is preferably attached to one end of the first structural member. The end plate and first structural member may then be attached by mechanical fasteners and at least one weld to the second structural member. A railway car having an underframe defined in part by a pair of side sills and a plurality of crossties may be formed with this mechanical connection. The end plate may be attached to a first leg which is in turn attached to the respective crosstie. The first leg preferably increases in width extending from the crosstie to the end plate. The mechanical fasteners are preferably disposed at opposite ends of the weld to minimize possible fatigue cracking and to increase the life of the associated connection.

Abstract: A floor connection casting for use in construction of railcar floor assemblies as well as a floor assembly and railcar using the same are provided. The floor connection casting preferably includes a plurality of stringer connectors coupled along one or more sides as well as at least one crossbearer connector on one end. By coupling a pair of floor connection castings to opposing side sills in a railcar, lateral support can be provided for one or more floor plates. Floor stringers may then be coupled between adjacent floor connections using the stringer connectors such that longitudinal support for a flooring is provided. The floor assembly may then be coupled to a railcar using a sill connector included on the end of the floor connection casting opposite the crossbearer connector to couple to a side sill of the railcar.

Abstract: A three piece stabilized railway car truck is provided with dimensions corresponding generally with an AAR nominal 100 ton size truck and a load carrying capability satisfactory for use with railway cars having a 315,000 pound gross weight on rail rating. Various components of the truck have been modified to improve the fatigue life of each component and the overall service life of the resulting railway truck.

Abstract: A railway car with a pair of improved sidewalls is provided. For some applications, the railway car may include a steel railway car underframe with an aluminum body mounted thereon. The car body preferably includes a pair of sidewalls and a pair of end walls. The car body may have an open top or a roof mounted thereon. Relatively, thin side posts are disposed on the exterior of the sidewalls to allow increasing cargo carrying capacity of the railway car. At least one longitudinal stiffener is disposed along the interior surface of each sidewall to provide sufficient strength for the sidewall based on anticipated loading while at the same time allowing reducing the number and the thickness of the side posts. For some applications the side posts and the longitudinal stiffeners may be formed by an extrusion process with substantially the same cross section.

Abstract: An improved railway car axle having a shaft body with a pair of wheel seats and a pair of journals respectively disposed adjacent to opposite ends of the axle. A dust guard seat may be located between each wheel seat and the associated journal. Also, fillets are preferably provided at transitions between the dust guard seat and the wheel seat and the dust guard seat and the journal respectively. The journals will preferably be generally cylindrical and may have a nominal outside diameter of approximately six and one half inches and a nominal length of approximately eight and three fourth inches. The dust guard seats separating the respective journals and wheel seats may have a length of approximately three and one half inches. Finally, the wheel seats preferably have a nominal outside diameter of nine and one fourth inches.

Abstract: A railway gondola car having trucks for movably supporting the car on railway tracks includes a center sill and a gondola body supported by the trucks. The gondola body includes first and second ends, a first side, a second side, and a bottom assembly. The bottom assembly includes a trough disposed between the trucks and attached to the first and second sides. The bottom assembly also includes a generally hat-shaped stiffener attached to the trough, the first side, and the second side.

Abstract: A composite box structure having a core encapsulated in multiple layers of fiber reinforced plastic is provided. The core may be formed from various materials which provide improved resistance to heat transfer between the interior and the exterior of the composite box structure. The composite box structure includes a pair of end walls, a pair of side walls, a floor and a roof with fiber reinforced plastic interior and exterior surfaces. An opening is formed in each side wall to allow access to the interior of the composite box structure. A flexible hinge or joint may be integrally molded between each end wall and the respective side walls and between each end wall and the floor. The composite box structure may be mounted on a railway car underframe to provide an insulated composite railway boxcar.

Abstract: A railway car underframe is provided for mounting a composite box structure thereon to form an insulated railway boxcar. The composite box structure includes side walls, end walls and a floor molded as an integral unit with fiber reinforced plastic interior and exterior surfaces. The composite box structure includes a first fiber reinforced composite unit and a second fiber reinforced composite unit. The first fiber reinforce composite unit provides the end walls, side walls and floor for the railway boxcar. The second fiber reinforce unit may be permanently attached to the side walls and end walls to provide a roof for the boxcar. The railway car underframe has a center sill, side sills and end sills with a generally rectangular configuration and coplanar surfaces for adhesively bonding the composite box structure with the railway car underframe. Mechanical fasteners are also provided to couple the composite box structure with the railway car underframe.

Abstract: An insulated composite railway boxcar having a composite box structure mounted on a railway car underframe is provided. The composite box structure includes side walls, end walls and a floor molded as an integral unit with fiber reinforced plastic interior and exterior surfaces. The composite box structure includes a first fiber reinforced composite unit and a second fiber reinforced composite unit. The first fiber reinforce composite unit provides the end walls, side walls and floor for the railway boxcar. The second fiber reinforce unit may be permanently attached to the side walls and end walls to provide a roof for the boxcar. The railway car underframe has a center sill, side sills and end sills with a generally rectangular configuration and coplanar surfaces for adhesively bonding the composite box structure with the railway car underframe. Mechanical fasteners are also provided to couple the composite box structure with the railway car underframe.

Abstract: A composite box structure having a core encapsulated in multiple layers of fiber reinforced plastic is provided. The core may be formed from various materials which provide improved resistance to heat transfer between the interior and the exterior of the composite box structure. The composite box structure includes a pair of end walls, a pair of side walls, a floor and a roof with fiber reinforced plastic interior and exterior surfaces. An opening is formed in each side wall to allow access to the interior of the composite box structure. A flexible hinge or joint is integrally molded between each end wall and the respective side walls and between each end wall and the floor. The composite box structure may be mounted on a railway car underframe to provide an insulated composite railway boxcar.

Abstract: An insulated composite railway boxcar having a composite box structure mounted on a railway car underframe is provided. The composite box structure includes side walls, end walls and a floor molded as an integral unit with fiber reinforced plastic interior and exterior surfaces. The composite box structure includes a first fiber reinforced composite unit and a second fiber reinforced composite unit. The first fiber reinforce composite unit provides the end walls, side walls and floor for the railway boxcar. The second fiber reinforce unit may be permanently attached to the side walls and end walls to provide a roof for the boxcar. The railway car underframe has a center sill, side sills and end sills with a generally rectangular configurations and coplanar surfaces for adhesively bonding the composite box structure with the railway car underframe. Mechanical fasteners are also provided to couple the composite box structure with the railway car underframe.

Abstract: A composite railway boxcar having a composite box structure mounted on a railway car underframe is provided. The composite box structure includes side walls, end walls and a floor molded as an integral unit with fiber reinforced plastic interior and exterior surfaces. The composite box structure includes a roof mounted on the side walls and the end walls opposite from the floor. An upper load divider track assembly is provided having a pair of tracks with each track disposed between the roof and one of the side walls. A lower load divider track assembly is also provided having a track disposed within the interior of each side wall above the floor. A composite load divider panel is slidably mounted on the upper load divider track assembly within the interior of the railway boxcar. The load divider panel is releasably secured to the lower load divider track assembly to allow varying the position of the load divider panel within the interior of the railway boxcar.

Abstract: An insulated composite railway boxcar having a composite box structure mounted on a railway car underframe is provided. The composite box structure includes side walls, end walls and a floor molded as an integral unit with fiber reinforced plastic interior and exterior surfaces. The composite box structure includes a first fiber reinforced composite unit and a second fiber reinforced composite unit. The first fiber reinforce composite unit provides the end walls, side walls and floor for the railway boxcar. The second fiber reinforce unit may be permanently attached to the side walls and end walls to provide a roof for the boxcar. The railway car underframe has a center sill, side sills and end sills with a generally rectangular configuration and coplanar surfaces for adhesively bonding the composite box structure with the railway car underframe. Mechanical fasteners are also provided to couple the composite box structure with the railway car underframe.

Abstract: A hatch cover assembly (1) for a railway car (C). A hatch cover (7) is hingedly mounted to a roof (R) of the car for pivotal movement of the cover to open and close a hatch. The axis about which hinging movement occurs is perpendicular to the center line (CL) of the car. A locking strap (31) is rotationally mounted to the cover for movement between a cover locking position and a cover unlocking position. The longitudinal axis of the strap when the cover is in its locking position is also perpendicular to the center line of the car. A latch mechanism (61) adjacent the cover latches the strap in its cover locking position to prevent movement of the strap.

Abstract: An end structure for a railway car, and more particularly a covered hopper railway car, is disclosed which has side sill extensions extending diagonally inwardly from the ends of the side sills to the center stub sill for transmitting substantially all of the longitudinal, horizontal loads between the center stub sill and the side sills. A generally vertically extending truss is provided between the center stub sill and the end of the car above the center stub sill so as to withstand overturning moments and vertical loads between the end of the car and the center stub sill. The side sill extensions are tapered in heightwise and widthwise relation so as to minimize weight of these members. The truss includes outer vertical members which are curved so as to blend with the side sheets of the car body thereby to optimize load transfer. Inner truss members are of a convenient rectangular cross section so as to facilitate fabrication.