Abstract: A railroad car coupler centering device including in one embodiment a spreader beam mountable to the striker at one end of a railroad car, a right side centering spring rotatably connected to the spreader beam by a hinge, and a left side centering spring rotatably connected to the spreader beam by a hinge. The first or right side centering spring is moveable to and between a coupler engaged position and a coupler disengaged position. In the coupler engaged position, the right side centering spring is positioned to engage the right side of the coupler and to bias the coupler to a central position. In the coupler disengaged position, the right side centering spring allows the coupler to move from the center position to the right. Similarly, the left side centering spring is moveable to and between a coupler engaged position and a coupler disengaged position.

Abstract: A freight railroad car equipped with a plurality of spaced apart reflector apparatus which can be easily and readily installed on the freight railroad car in shorter time periods than the previously known adhesive backed reflective tape. One embodiment of the freight railroad car reflector apparatus includes a mounting member, a reflector material attached to the mounting member and a plurality of fasteners or attachment mechanisms used to attach the mounting member to the freight railroad car.

Abstract: A supplemental restraint for a primary vehicle restraint system for an auto-rack railroad car which reduces or eliminates movement of the vehicle in the auto-rack railroad car. The supplemental restraint is adapted to be positioned on a grating between the tire of the vehicle and the primary restraint. One embodiment of the supplemental restraint includes a body and an expander connected to the body. After the primary restraint is locked in place on the grating, the expander of the supplemental restraint is expanded. The expansion causes a more secure engagement between the tire and the primary restraint. This causes a high level of engagement between the tire and the primary restraint system indirectly through the supplemental restraint. The supplemental restraint also maintains a higher contact area on the tire regardless of the position of the primary restraint.

Abstract: A supplemental restraint for a primary vehicle restraint system for an auto-rack railroad car which reduces or eliminates movement of the vehicle in the auto-rack railroad car. The supplemental restraint is adapted to be positioned on a grating between the tire of the vehicle and the primary restraint. One embodiment of the supplemental restraint includes a body and an expander connected to the body. After the primary restraint is locked in place on the grating, the expander of the supplemental restraint is expanded. The expansion causes a more secure engagement between the tire and the primary restraint. This causes a high level of engagement between the tire and the primary restraint system indirectly through the supplemental restraint. The supplemental restraint also maintains a higher contact area on the tire regardless of the position of the primary restraint.

Abstract: A supplemental restraint for a primary vehicle restraint system for an auto-rack railroad car which reduces or eliminates movement of the vehicle in the auto-rack railroad car. The supplemental restraint is adapted to be positioned on a grating between the tire of the vehicle and the primary restraint. One embodiment of the supplemental restraint includes a body and an expander connected to the body. After the primary restraint is locked in place on the grating, the expander of the supplemental restraint is expanded. The expansion causes a more secure engagement between the tire and the primary restraint. This causes a high level of engagement between the tire and the primary restraint system indirectly through the supplemental restraint. The supplemental restraint also maintains a higher contact area on the tire regardless of the position of the primary restraint.

Abstract: A supplemental restraint for a primary vehicle restraint system for an auto-rack railroad car which reduces or eliminates movement of the vehicle in the auto-rack railroad car. The supplemental restraint is adapted to be positioned on a grating between the tire of the vehicle and the primary restraint. One embodiment of the supplemental restraint includes a body and an expander connected to the body. After the primary restraint is locked in place on the grating, the expander of the supplemental restraint is expanded. The expansion causes a more secure engagement between the tire and the primary restraint. This causes a high level of engagement between the tire and the primary restraint system indirectly through the supplemental restraint. The supplemental restraint also maintains a higher contact area on the tire regardless of the position of the primary restraint.

Abstract: A beam isolator which is inserted into at least one end of a tubular beam in a railroad car to minimize the movement of the beam during movement of the railroad car. The beam isolator includes first and second isolating pads, each defining openings. A hinge connects the first and second isolating pads at a first end of said first and second isolating pads. A stopping member is attached to and transversely projects from a second end of the first and second isolating pads. The first and second isolating pads are closed or folded about the hinge until the first and second isolating pads are substantially adjacent to each other, which substantially aligns the openings defined by the first and second isolating pads. The beam isolator is then inserted into at least one end of the beam until the stopping members engage the edges of the end of the beam.