Abstract: A vehicle restraint system includes a strap assembly configured to be positioned on a portion of a tire of a vehicle to secure the vehicle to a track assembly. The strap assembly is also configured to be coupled to the track assembly on a first side of the tire. The system also includes a mandrel assembly operable to be coupled to the strap assembly on a second side of the tire, opposite the first side of the tire. The mandrel assembly is configured to engage the track assembly through a first hole in the track assembly. The system further includes a latch assembly configured to be coupled to the mandrel assembly. The latch assembly is also configured to create a coupling between the mandrel assembly and the track assembly.

Abstract: A vehicle restraint system includes a strap assembly configured to be positioned on a portion of a tire of a vehicle to secure the vehicle to a track assembly. The strap assembly is also configured to be coupled to the track assembly on a first side of the tire. The system also includes a mandrel assembly operable to be coupled to the strap assembly on a second side of the tire, opposite the first side of the tire. The mandrel assembly is configured to engage the track assembly through a first hole in the track assembly. The system further includes a latch assembly configured to be coupled to the mandrel assembly. The latch assembly is also configured to create a coupling between the mandrel assembly and the track assembly.

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 system for increasing vertical clearance in an autorack includes an autorack comprising a plurality of decks. A first deck of the plurality of decks is positioned beneath a second deck of the plurality of decks. The second deck includes a clearance region proximate a center line of the second deck. A first portion of an underside surface of the second deck at the clearance region is higher than a second portion of the underside surface of the second deck not at the clearance region.

Abstract: A vehicle restraint system includes a strap assembly configured to be positioned on a portion of a tire of a vehicle to secure the vehicle to a track assembly. The strap assembly is also configured to be coupled to the track assembly on a first side of the tire. The system also includes a mandrel assembly operable to be coupled to the strap assembly on a second side of the tire, opposite the first side of the tire. The mandrel assembly is configured to engage the track assembly through a first hole in the track assembly. The system further includes a latch assembly configured to be coupled to the mandrel assembly. The latch assembly is also configured to create a coupling between the mandrel assembly and the track assembly.

Abstract: In a tie down system and method for securing a vehicle tire to a wire grate, a slotted overlay panel rest on top of the wire grate. A clevis assembly having one end of a tire trap assembly attached thereto is provided along with the winch assembly having a winch for receiving an opposite end of the tire strap assembly. Each of the clevis assembly and winch assembly have a T hook with a T portion which is insertable through a respective slot of the overlay panel.

Abstract: In a tie down system and method for securing a vehicle tire to a wire grate, a slotted overlay panel rest on top of the wire grate. A clevis assembly having one end of a tire trap assembly attached thereto is provided along with the winch assembly having a winch for receiving an opposite end of the tire strap assembly. Each of the clevis assembly and winch assembly have a T hook with a T portion which is insertable through a respective slot of the overlay panel.

Abstract: A railcar with discharge control system is disclosed. In one embodiment, a railway car includes an underframe and at least one hopper for transporting lading. The railway car further including the underframe including a center sill which defines in part a longitudinal axis of the railway car. A discharge opening formed proximate to a lower portion of the hopper. A respective door assembly pivotally mounted adjacent to the discharge opening to control the flow of lading from the hopper. The door assembly operable for movement between a first, closed position and a second, open position relative to the discharge opening. A discharge control system operable to move the door assembly between the first position and the second position. The discharge control system operably moves generally longitudinally along the axis of the railway car to move the door assemblies between the first, closed position and the second, open position.

Abstract: A railcar with discharge control system is disclosed. In one embodiment, a railway car includes an underframe and at least one hopper for transporting lading. The railway car further including the underframe including a center sill which defines in part a longitudinal axis of the railway car. A discharge opening formed proximate to a lower portion of the hopper. A respective door assembly pivotally mounted adjacent to the discharge opening to control the flow of lading from the hopper. The door assembly operable for movement between a first, closed position and a second, open position relative to the discharge opening. A discharge control system operable to move the door assembly between the first position and the second position. The discharge control system operably moves generally longitudinally along the axis of the railway car to move the door assemblies between the first, closed position and the second, open position.

Abstract: A railcar with discharge control system is disclosed. In one embodiment, a railway car includes an underframe and at least one hopper for transporting lading. The railway car further including the underframe including a center sill which defines in part a longitudinal axis of the railway car. A discharge opening formed proximate to a lower portion of the hopper. A respective door assembly pivotally mounted adjacent to the discharge opening to control the flow of lading from the hopper. The door assembly operable for movement between a first, closed position and a second, open position relative to the discharge opening. A discharge control system operable to move the door assembly between the first position and the second position. The discharge control system operably moves generally longitudinally along the axis of the railway car to move the door assemblies between the first, closed position and the second, open position.

Abstract: The invention is directed to a railway car for the transportation of semi-trucks. The railway car may have an interior defined by a support surface for the trucks, a pair of upstanding sidewalls, and a roof. End doors may be located at each end of the railway car for selectively permitting access to the interior thereof. The horizontal width at the ends of the railway car may be selected to permit the trucks to be loaded into the interior of the railway car.

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 railcar with discharge control system is disclosed. In one embodiment, a railway car includes an underframe and at least one hopper for transporting lading. The railway car further including the underframe including a center sill which defines in part a longitudinal axis of the railway car. A discharge opening formed proximate to a lower portion of the hopper. A respective door assembly pivotally mounted adjacent to the discharge opening to control the flow of lading from the hopper. The door assembly operable for movement between a first, closed position and a second, open position relative to the discharge opening. A discharge control system operable to move the door assembly between the first position and the second position. The discharge control system operably moves generally longitudinally along the axis of the railway car to move the door assemblies between the first, closed position and the second, open position.

Abstract: The invention is directed to a railway car for the transportation of semi-trucks. The railway car may have an interior defined by a support surface for the trucks, a pair of upstanding sidewalls, and a roof. End doors may be located at each end of the railway car for selectively permitting access to the interior thereof. The horizontal width at the ends of the railway car may be selected to permit the trucks to be loaded into the interior of the railway car.

Abstract: A mechanism to assist in raising and lowering a hinged deck end section wherein a lifting force is applied to the deck end section by a counterweight mechanism. In the preferred embodiment, the counterweight mechanism operates in conjunction with a conventional, proven spring assist mechanism of the type that has been used in the past on trilevel railway cars. The counterweight mechanism preferably includes a counterweight that is slidable along a vertical track in a location that is readily accessible for visual inspection and maintenance. Nonmetallic wear pads are preferably employed in conjunction with a dry film lubricant to control friction between the counterweight and the track. The mechanism preferably provides a mechanical advantage so that the lifting force applied by the counterweight mechanism exceeds the weight of the counterweight. A roller chain, steel cable, or the like is preferably employed to connect the weight to the deck end section.

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 tri-level railcar wherein the B deck is fixed along its entire length, rather than having hinged end sections, so that the B deck contributes to the strength and rigidity of the car. To provide sufficient clearance in the A1 and A5 positions, the B deck is positioned at a higher elevation than in conventional prior art auto rack cars. Clearances above each of the three decks may be approximately equal. High cambered decks are preferably employed at both the B and C level. The overall height of the railcar is preferably about 20′2″. All three decks may be continuously loaded and unloaded without the need to stop loading and unloading to pivot the B deck end sections. The ability of the B deck to function as a structural member of the railcar from end to end may eliminate the need for cross braces, i.e., brace bays, as included in typical prior art tri-level auto racks. The side wall posts may all be of the same or similar cross-section.

Abstract: The invention is directed to a railway car for the transportation of semi-trucks. The railway car may have an interior defined by a support surface for the trucks, a pair of upstanding sidewalls, and a roof. End doors may be located at each end of the railway car for selectively permitting access to the interior thereof. The horizontal width at the ends of the railway car may be selected to permit the trucks to be loaded into the interior of the railway car.

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 mechanism to assist in raising and lowering a hinged deck end section wherein a lifting force is applied to the deck end section by a counterweight mechanism. In the preferred embodiment, the counterweight mechanism operates in conjunction with a conventional, proven spring assist mechanism of the type that has been used in the past on trilevel railway cars. The counterweight mechanism preferably includes a counterweight that is slidable along a vertical track in a location that is readily accessible for visual inspection and maintenance. Nonmetallic wear pads are preferably employed in conjunction with a dry film lubricant to control friction between the counterweight and the track. The mechanism preferably provides a mechanical advantage so that the lifting force applied by the counterweight mechanism exceeds the weight of the counterweight. A roller chain, steel cable, or the like is preferably employed to connect the weight to the deck end section.