Abstract: A gravity outlet (10) for discharging lading from a railway car (C). An outlet assembly is attached to a discharge opening in the railcar. The assembly includes an upper end attached to the discharge opening, and sidewalls (14a, 14b) and endwalls (16a, 16b) sloping downwardly and inwardly from the upper end. A bottom portion of the sidewalls and endwalls define a discharge outlet (D) through which lading flows, by gravity, when it is discharged from the railcar. An outlet gate (22) is positioned beneath the assembly and is movable relative to the discharge outlet between respective open and closed positions to open and close the outlet. A latch assembly (26) latches the outlet gate in its closed position, when the gate is closed, to prevent inadvertent opening of the gate and spillage of lading. A gate operating mechanism (34) moves the gate between its open and closed positions. The mechanism automatically unlatches the latch when the gate is to be moved from its closed to its open position.

Abstract: A gravity outlet (10) for discharging lading from a railway car (C). An outlet assembly attached to a discharge opening in the railcar includes an upper end attached to the opening and sidewalls (12a, 12b) and endwalls (14a, 14b) whose bottom portion defines an outlet (D) through which lading flows, by gravity, when discharged from the railcar. An outlet gate (34) positioned beneath the outlet assembly moves relative to the discharge outlet between respective open and closed positions. A latch mechanism (36) includes a latch (50a, 50b) pivotally attached to the gate to latch the gate in its closed position and prevent inadvertent opening of the gate and spillage of lading. A gate operating mechanism (38) includes a rack (40) attached to the gate and a pinion (42) engaging the rack for moving the rack and the gate. A capstan (46) is connected to an operating shaft (44), as is a coupling member (64). Rotation of the capstan by yard personnel effects movement of gate between its open and closed positions.

Abstract: A railway hopper car (H) has a bottom outlet (B). An outlet assembly (A) is attached to the outlet for lading to be discharged into the outlet. An outlet flange (OF) at the bottom of the hopper defines the lading discharge outlet. A mating flange (F1) is formed on the outlet assembly for attaching the outlet assembly to the railcar. Fasteners (L) are used to mount the outlet assembly to the hopper bottom. A gasket (3) installed between the respective flanges effects a seal between the hopper outlet and outlet assembly. The gasket extends circumferentially about the opening. One of the flanges has a circumferential groove (9) and the gasket has a raised portion (15) extending circumferentially of the gasket and sized to be received in the groove. This arrangement aligns the gasket with the flanges so when the outlet assembly is mounted to the bottom of the hopper, no cavities are formed in the between the hopper outlet and the outlet assembly.

Abstract: An improved pneumatic outlet (10) is for use on a railcar (C) for discharging a lading from a hopper (H) of the railcar. The outlet comprises an integrally formed bottom cover (12) extending the length of the outlet. A pair of outlet valves (50A, 50B) are installed in the cover. The valves are mounted on respective valve shafts (54A, 54B) and are installed in the cover in a diagonal arrangement. Accordingly, each valve allows discharge of lading from one side of the hopper. A bulkhead (40) is also installable in the cover and supports an inner end of the respective valve shafts. The cover is severable into two sections (36A, 36B). One of the sections is reversible with respect to the other section. Thereafter, the two sections are joined together to form a unified cover through which lading flows during discharge. The bulkhead fits within the reunified cover such that no gaps or other deformities are present which would collect material that may contaminate a lading.

Abstract: A pneumatic outlet (10) is for use on a railcar (C) for discharging a lading from a hopper (H) of the railcar. An improvement to the outlet comprises a bottom cover (16) extending the length of the outlet. This cover is severable into two sections (44A, 44B) one of which is reversible with respect to the other. The two sections are joined together to form an integral cover through which lading flows during discharge. A bulkhead divider (48) is installed in the cover at the juncture between the two cover sections. A pair of outlet valves (12A, 12B) are installed in the cover. The valves are mounted on respective valve shafts (54A, 54B) which are installed in the cover with the inner end of each valve shaft being removably mounted on the divider. An end closure (64A, 64B) is installed at each end of the outlet, and the outer end of each valve shaft is located adjacent a respective closure. Each end closure is pivotally mounted to an end wall (90A, 90B) of the outlet.

Abstract: An adapter (10) is useful to prevent formation of a static electrical change on an outlet valve (V) during discharge of lading from a railcar on which the valve is installed. A unitary member (12) has an inlet end (14) formed for attachment to the outlet valve, and an outlet end (16) formed for connection with a hose (H) into which discharged lading flows. A passage (28) is formed in the member and extends from the inlet end to the outlet end. The passageway is of an irregular shape at the inlet end of the adaptor. It is of a generally circular shape at its outlet end. The member is formed of an electrically non-conductive, resilient material so that it prevents the build-up of any static electrical charge as lading flows through the member.

Abstract: A method of creating a weld joint between two metal members (B1, B2). The members have coincidentally configured abutting edges (E1, E2), first surface (1A, 1B) which are adjacent to and on one side of the edges, and second surfaces (2A, 2B) which are adjacent to and on the other side of the edges. The method includes chamfering the corners of the respective edges and first surfaces to create a generally V-shaped groove (4) between the first surfaces. A gasket (5) of weld filler material is placed between the edges. The gasket is held between the edges and extends both into the groove and outwardly beyond the second surfaces. The groove is next filled with additional weld filler material (7), and the gasket is then melted and fused with this additional material. The portion of the gasket extending outwardly beyond the respective second surfaces is melted and fused with the edges to form a smooth, continuous surface (8) with the second surfaces.

Abstract: A covered hopper railway car (10) for transporting difficult-to-unload ladings includes a pair of parallel, spaced apart side walls (12a, 12b) and opposed end walls (14a, 14b). A roof (16) covers the car and has an opening (18) therein for loading lading into the car. The bottom has outlets (24a-24g) attached thereto for discharging lading from the car. Each outlet comprises a drop-bottom outlet whose length and width are sufficient so as to substantially prevent lading from bridging over the outlet thereby facilitating discharge of the lading.

Abstract: A low profile pneumatic outlet for a covered hopper railway car is disclosed which allows the bottom slope sheets of the hopper car to be moved downwardly closer to the rail thereby increasing the cubic capacity of the car while maintaining the car within AAR clearances. The low profile aspects of the pneumatic outlet result from the provision of an outlet opening in the bottom of the outlet which is opened and closed by a slidable, translatable gate operated by gate opening and closing cam mechanisms positioned generally horizontally with respect to the gate. The preferred gate operating mechanism is a cam operated mechanism which generates a high mechanical advantage initially upon effecting opening movement of the gate thereby to overcome lading and static friction loads, and then, after movement of the gate has been initiated, a lower mechanical advantage is provided so as to more rapidly move the gate toward its open position.

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: A gasket for a hopper outlet is disclosed, particularly well-suited for use between the frame of the hopper and the frame of an unloading outlet for a railway hopper car. The gasket has a central metal frame carrying a pair of relatively hard, continuous elastomeric seals along each edge of the frame. Each of the seals has a lip which protrudes upwardly (or downwardly) and outwardly from the body of the gasket so as to be readily compressed upon initially mating with the frames to ensure sealing even if the frames are warped. Such a gasket may be retrofitted to existing outlets.

Abstract: An internal water drainage system for an interconnected hollow structural assembly within a railroad pressure discharge hopper car or the like is disclosed. To facilitate water drainage throughout the interconnected hollow structural assembly following hydrostatic pressure testing of the car, water draining passageways are provided in the hollow structural members in an area of juncture between the members, at least along a lowermost extent of each of the hollow structural members. The water drainage passageways are constructed to communicate with a water drain opening provided in the shell of the railroad car, in order to afford gravity flow of water through the hollow structural members and evacuation from the railroad car. A method for hydrostatic pressure testing of a railroad car is also disclosed in which gravity flow evacuation of water through the hollow structural members is achieved by utilizing gravity flow of water throughout.

Abstract: A gasket for a hopper outlet is disclosed, particularly for use with an unloading outlet for a railway hopper car. The car has hopper walls which slope inwardly and downwardly, and a hopper frame is carried by the lower portions of the hopper walls. The outlet has an outlet frame which mates with and is secured to the hopper frame, with a seal between the hopper frame and the outlet frame for effectively sealing the outlet frame to the hopper frame, and for effectively preventing entrappment of powdered or particulate lading at the interface of the hopper frame and the outlet frame. In one embodiment, such a seal may be retrofitted to existing outlets.

Abstract: The difference in the pressure drop in a pneumatic discharge conduit between at least one discharge outlet into the conduit and a point downstream of the discharge outlet caused by lading in the discharge conduit is used to control opening and closing of the lading outlet valve to automatically control pneumatic unloading of lading from a container. In one application, the container is a railway hopper car having a plurality of pneumatic discharge outlets which discharge into a pneumatic discharge conduit.

Abstract: A high volume covered railway hopper car is disclosed which has vertical end walls so as to fully utilize the space over the trucks of the car for lading volume. An automatic pneumatic unloading system is provided so as to unload a pulverant lading from the end compartments or hoppers, as well as the center, of the car, thus eliminating the necessity of sloped end sheets. A pneumatic loading system is provided which permits loading from below and thus permits the elimination of hatches, walkways, and the like on the roof of the car so as to permit the roof to extend substantially the full extent of AAR height clearances thereby to further maximize the lading volume of the car.

Abstract: The flow restrictor (10) comprises a resilient and flexible porous membrance (12) over an air inlet port (18). In one embodiment an impervious member (130) is attached to the lower surface of the membrane over the air inlet port. The membrane balloons due to air flow through the inlet which greatly increases its effective cross sectional area as air flows into the plenum chamber. When air flow stops gravity and/or air pressure from the container forces the membrane against the seat (118) and the effective cross section of the membrane is reduced to approximately that of the inlet port.

Abstract: A high volume covered hopper railroad car is disclosed which maximizes the lading volume of a car while still utilizing smooth, sheet-like side sheets, and while remaining within AAR clearances. The high lading volume is achieved by forming the side sheets of the car from three radii of curvature, with the radius of curvature of the lower section of the side sheets being relatively short thereby to provide enhanced resistance to buckling, with the mid-portion of the side sheets of a relatively large radius of curvature thereby to provide a generally vertical region of the side sheets, and with the upper region of the side sheets being of a shorter radius of curvature thereby to again provide greater resistance to buckling at the top margin of the side sheets.

Abstract: A hopper is provided having longitudinally spaced tapered end walls and transversely spaced tapered side walls. An opening is provided in one of the end walls and a discharge conduit is attached to the external surface of this end wall. On the internal surface of this end wall a discharge trough is attached. The front surface of the trough is tapered on the same incline as this end wall. Fluidizing membrane assemblies are attached to each of the side walls which are inclined downwardly toward the discharge conduit to facilitate lading flowing into the discharge conduit during unloading. The discharge trough is generally in the form of an inverted V, with the lower edges of the V spaced from the lower hopper wall a distance sufficient to allow air and lading to pass around the trough and into the discharge trough.

Abstract: The difference in the pressure drop in a pneumatic discharge conduit (5) between at least one discharge outlet (3) into the conduit and a point 9 downstream of the discharge outlet caused by lading in the discharge conduit is used to control opening and closing of the lading outlet valve 13 to automatically control pneumatic unloading of lading from a container. In one application, the container is a railway hopper car having a plurality of pneumatic discharge outlets 52, 52' and 52" which discharge into a pneumatic discharge conduit.

Abstract: A control arrangement is provided to control discharges of compressed gas to vessels containing difficult to unload material comprising one or more control valves connected in operative relation to discharge valves operative to discharge compressed gas from an accumulator. The control valves are provided with a time control circuit for controlling the time of discharge of compressed gas from the accumulator(s). This time control circuit may comprise a pneumatic, electro-mechanism and/or electronic timers. The control arrangement may also include an arrangement for applying pressure gas to discharge valves which are in operative relation with accumulator discharge devices which are not being utilized for unloading. Various arrangements for mounting the accumulators, discharge valves, conduits, and discharge devices are illustrated in connection with a railway hopper car. Certain discharge devices mounting arrangements are preferred in unloading certain types of lading.