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Nov. 13, 1962
A. E. PRICE
3,063,336 '
RAILWAY CARS FOR TRANSPORTING ROAD SEMI-TRAILERS
Filed. June 15, 1960
8 Sheets-Sheet 1
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Nov. 13, 1962
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A. E. PRICE
RAILWAY CARS FOR TRANSPORTING ROAD SEMI-TRAILERS
Filed June 13, 1960
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Filed June 15. 1960
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Filed June 13, 1960
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Nov. 13, 1962
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A. E. PRICE
RAILWAY CARS FOR TRANSPORTING ROAD SEMI-TRAILERS
Filed June 13, 1960
8 Sheets-Sheet 6
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ALBERT E. PRICE
Nov. 13, 1962
A. E. PRICE
3,063,386
RAILWAY CARS FOR TRANSPORTING ROAD SEMI-TRAILERS
Filed Juné 15, 1960
8 Sheets-Sheet 7
INVENTOR.
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RAILWAY CARS FOR TRANSPORTING ROAD SEMI-TRAILERS
Filed June 15. 1960
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insane?
Unite htates
Patented Nov. 13, 1962.
l
,
3,063,386.
,
RAILWAY CARS FORIIRANSPORTiNG
lR?AD SEMI-TRAILERS
Albert E. Price, Chicago, Ill‘., as'signor to General Ameri
canTransp‘ortation Corporation, Chicago, lll., a cor
pura?on at, New Yak‘, ,.
,
Filedv June 13, 1960, Ser. No. 35,734
12 Claims‘. (Cl. 105-863)
The present invention relates to freight transportation
systems of the combination road and railway type, and
more particularly to improved railway cars for transport
ing road semi-trailers.
a‘ cooperating external support, so as to accommodate
selective loading and unloading movements of the road
vehicles between the railway car and the external support,
wherein the bridging platform structure incorporates
counterbalancing mechanism faciliating ready movement
of the bridging platform manually between its extreme
connecting and disconnecting positions mentioned.
Yet another object of the invention is to provide in a
railway car of the character described, improved gliding
and linkage structure between the end of the railway car
and the bridging platform, so as to insure positive guided
movements of the bridging platform between its respec
tive connecting and disconnecting positions.
It is the general object of the invention to provide an
A still further object of the invention is to provide in
improved railway car for transporting road semi-trailers 15
a railway car of the type described, platform bridging
that accommodates ready loading and unloading of the
structure of simpli?ed construction and arrangement
road semi-trailers with respect to the railway car.
Another object of the invention is to provide in a rail
way car for transporting indiscriminately road semi
trailer‘s of ?rst and second types, wherein the ?rst type
of semi-trailer includes a rear end carrying road wheels
of standard road gauge, and the second type of semi
tra'iler includes a rear end carrying both road wheels
of standard road gauge and track rollers of given narrow
that may be readily moved manually by one man between
its respective connecting and disconnecting positions,
thereby to facilitate ready loading and unloading move
ments of the road vehicles between the railway car and
an external support.
Further features of the invention pertain to the particu
lar arrangement of the elements of the railway car, where
the above-outlined and additional operating features
gauge depending therefrom and disposed inwardly of 25 by
thereof are attained.
,
and above the road wheels carried thereby, and wherein
the railway car includes a longitudinally extending narrow
center sill, a pair of longitudinally extending and laterally
spaced-apart stationary rails respectively provided on the
opposite top sides of the center sill and constituting a
trackway of the given narrow gauge for mounting the
sernhtrailer of the second type mentioned, and a pair of
longitudinally extending and laterally spaced-apart sta
tionary platforms respectively carried on the opposite
sides of the center sill and projecting laterally outwardly
therefrom and disposed below the top thereof and constie
tuting a roadway of the standard road gauge for mounting
the semi-trailer of the ?rst type mentioned, an improved
trackway bridging arrangement between the stationary
rails mentioned and exterior track structure so as to 40
accommodate selective loading and unloading of the road
semi-trailers of the second type between the railway car
and an external support, and an‘ improved roadway bridg
ing arrangement between the stationary platforms men
tioned and exterior road structure so as to accommodate
selective loading and unloading of the road semi-trailers
of the ?rst type between the railway car and the external
support.
Another object of the invention is to provide in a
railway car for transporting road vehicles, improved
bridging platform structure carried by the end of the
railway car and selectively movable between respective
connecting and disconnecting positions with respect to
The invention, both as to its organization and method
of operation, together with further objects and advantages
thereof, will best be understood by reference to the fol
lowing speci?cation, taken in connection with the ac
companying drawings, in which:
FIGURE 1 is a fractured side elevational view of a
freight transportation system embodying the present in
vention and including a railway car, this ?gure illus
trating the left-hand end of the railway car mounting an
equipped road semi-trailer and including a ?rst semi
trailer hitch supporting the front end of this mounted
semi-trailer;
FIG. 2 is another fractured side’ elevational View of
the freight transportation system, this ?gure illustrating
the right—hand end of the railway car mounting an un
equipped road semi-trailer and including a second semi
trailer hitch supporting the front end of this mounted
serni~trailer;
-
FIG. 3 is an enlarged plan view, partly broken away,
of the left-hand end of the railway car, taken in the
direction of the arrows along the line 3-3 in FIG. 1;
FIG. 4 is a greatly enlarged side elevational view of
the railway car, illustrating the railway bridging rail and
the roadway bridging platform carried thereby, this
?gure being taken in the direction of the arrows along the
line 4-—4 in FIG. 3;
FIG. 5 is a greatly enlarged lateral sectional- View of‘
a cooperating external support so as to accommodate se~
the railway bridging rail and the roadway bridging plat
cent end- of a similar coupled railway car, so that the
way car, taken in the direction of the arrows along the
lective loading and unloading movements of the road 55 form, taken in the direction of the arrows along the line
5-—_5 in FlG. 4;
vehicles between the railway car and the external support.
FIG. 6 is an enlarged lateral sectional view of the rail
Another object of the invention is to provide in a
way car, taken in the direction of the arrows along the
railway car of the type mentioned, improved bridging
line é—6 in FIG. 1, and illustrating the ‘supporting. ar
platform structure of the type described, wherein the
bridging plat-form structure carried by the end of the 60 rangement for the mounted equipped road semi-trailer;
HS. 7 is an enlarged lateral sectional view of the rail
railway car is" compatible with that carried by the adja
line 7——7 in FIG. 2, and illustrating the supporting ar
rangement for the mounted unequipped road semi-trailer;
two coupled railways cars mentioned accommodate selec
FIG; 8 is a further enlarged fragmentary plan view,
tive loading and unloading movements of the road 've 65
similar to FIG. 3, of the left-hand end of a modi?ed
hiclest between the two coupled railway cars and longi
form of the railway car;
tudinally therealong'.
*
FIG. 9 is a further enlarged side elevational view,
A further object of the invention is to provide in a
similar
to FIG. 4, of the modi?ed form of the railway car
, railway car for transporting road vehicles, improved
bridging platform structure carried by the end of the 70 of FIG. 8 and illustrating the road bridging platform in
coordinate bridging platform structures carried by the
railway car and- selectively movable‘ between respective
connecting and disconnecting positions with respect to
its fully extended position;
FIG. 10‘ is a further enlarged side elevational View,
3,063,386
11
similar to FIG. 9, and illustrating the roadway bridging
platform in its fully retracted position;
FIG. 11 is a further enlarged lateral sectional view of
the railway car, taken in the direction of the arrows along
the line 11-—11 in FIG. 8, but illustrating the railway
bridging rail in its fully retracted position; and
FIG. 12 is a further enlarged fragmentary lateral sec
carried upon the extreme upper ends of the upwardly
directed ?anges 110 provided on the inner edges of the
platforms 107. Each of the wheel guide rails 111 is
preferably of substantially tubular form and is secured,
as by welding, upon the extreme upper end of the asso
ciated upwardly directed ?ange 110; whereby each of the
wheel guide rails 111 is disposed below the adjacent rail
tional view of the railway car, taken in the direction of
106 carried on the top of the associated I-bearn 104 and
the arrows along the line 12-12 in FIG. 8.
above the top of the associated platform 107. Also, each
Referring now to FIGS. 1 and 2 of the drawings, the 10 of the wheel guide rails 111 is disposed laterally outwardly
freight transportation system there illustrated, and em
bodying the features of the present invention, essentially
comprises a railway car 100 of the universal type in that
of the adjacent rail 106 and laterally inwardly of the
inner edge of the associated platform 107 and presents
a smooth outwardly facing rubbing surface to the adja
cent inner surface of the inner road wheel 201 carried by
it is adapted to support and to transport indiscriminately
road vehicles of ?rst and second types. As illustrated, 15 an unequipped trailer 200A; which arrangement is utilized
a road vehicle 200A of the ?rst type is mounted on the
right hand end of the railway car 100 and a road vehicle
200B of the second type is mounted on the left hand end
for a purpose more fully explained hereinafter.
of the railway car 100. Speci?cally, the road vehicle
200A of the ?rst type is in the form of a road semi-trailer
nisms 210 carrying a pair of laterally extending tandem
entirely conventional and is unequipped with respect to
the dolly mechanisms mentioned; whereas the road semi
trailer 200B of the second type is entirely conventional,
except for the incorporation therein of the dolly mecha
nisms mentioned. Thus hereinafter, the road semi-trailer
As best shown in FIG. 7, the unequipped trailer 200A
is provided at the rear end thereof with spring mecha
axles 211 that, in turn, carry the road wheels 201 on the
and essentially comprises a chassis provided with a rear
outer ends thereof, dual road wheels 201 being illus
end carrying road wheels 201 and a front end carrying
trated for the purpose of description. When the un
both a king pin 202 and a front landing gear 203, as well
equipped trailer 200A is mounted upon the top of the
as a body 204 adapted to receive the cargo that is to
railway car 100, the road wheels 201 directly engage the
be transported. The road vehicle 200B of the second 25 platforms 107 so that the rear axles 211 straddle the top
type is also in the form of a road semi-trailer and is
of the center sill 101 and are positioned above the track
essentially of the same construction as that of the road
rails 106 and out of contact therewith, as clearly illus
vehicle 200A of the ?rst type, except that it also carries
trated in FIG. 7.
at the rear end thereof dolly mechanisms: including track
As best shown in FIG. 6, the equipped trailer 200B
rollers, indicated at 205. Accordingly, it will be under 30 is constructed at the rear end thereof in a manner identi
stood that the road semi~trailer 200A of the ?rst type is
cal to that of the unequipped trailer 200A, ‘as shown in
200A of the ?rst type is referred to as an “unequipped”
FIG. 7, except for the provision of the previously men
tioned dolly mechanisms, indicated at 220. For the pur
pose of the present description, the dolly mechanisms
220 have been illustrated as essentially comprising
brackets 221 suitably secured to the opposite sides of the
rear axles 211 in straddling relation with respect to the
trailer, while the road semi-trailer 200B of the second
respectively associated spring mechanisms 210; whereby
type is referred to as an “equipped” trailer.
the track rollers 205 respectively carried by the brackets
221 are disposed directly below the spring mechanisms
Before proceeding with further description of the struc
tural details of the trailers 200A and 2003, it is pointed
out that the railway car 100 of the universal type essen
tially comprises, as best shown in FIGS. 1, 2, 3, 6 and 7,
a longitudinally extending center sill 101 of “?sh-belly”
construction supported at the opposite ends thereof by
a pair of trucks 102 of standard rail gauge that cooperate
with an associated railway track 103, also of standard rail
gauge. The center sill 101 essentially comprises a pair of
210 and are of the previously mentioned narrow gauge
of the track rails 106. When the equipped trailer 20013
is mounted upon the top of the railway car 100 the
track rollers 205 carried by the rear axles 211 straddle
the track rails 106 and engage the same for the purpose
of supporting the rear end of the trailer 200B so as to
mount the same upon the top of the center sill 101 with
the road wheels 201 projecting outwardly over the plat
forms 107 and positioned thereabove and out of contact
longitudinally extending and laterally spaced-apart I
beams 104 that are suitably connected together at a plu 50 therewith, as clearly illustrated in FIG. 6.
Recapitulating: When the unequipped trailer 200A
rality of longitudinally spaced-apart points by a corre
sponding plurality of cross braces 105. The top ?anges
is mounted upon the top of the center sill 101, the rear
end thereof is directly supported by the engagements
tending and laterally spaced-apart rails provided on the 55 between the road wheels 201 and the platforms 107; and
when the equipped trailer 2003 is mounted upon the top
top of the center sill 101 and constituting a trackway of
106 of the I-beams constitute a pair of longitudinally ex
given narrow gauge. Also the railway car 100 comprises
of the center sill 101, the rear end thereof is directly
supported by the engagements between the track rollers
a pair of longitudinally extending and laterally spaced
205 and the track rails 106.
apart platforms 107 respectively carried by the outer sides
Again referring to FIGS. 1 and 2, the railway car 100
of the webs of the I-beams 104 and respectively project
ing outwardly therefrom and disposed below the top 60 carries two longitudinally spaced-apart semi-trailer hitches
300 of identical construction and arrangement, one of
?anges 106 and constituting a roadway of standard road
the hitches 300 being disposed adjacent to the left hand
gauge. In the arrangement, and as best shown in FIGS.
end of the railway car 100, as shown in FIG. 1, and
3, 6 and 7, each of the platforms 107 is supported by a
plurality of longitudinally spaced-apart and laterally out 65 normally disposed in supporting relation with the co
operating front end of the trailer 200B mounted upon
wardly projecting cantilever beams 108 disposed there
below in supporting relation therewith, the inner ends
the left hand end of the railway car 100, and the other
of the beams 10% being rigidly secured, as by welding, to
of the hitches 300 being disposed adjacent to the central
the outer side of the web of the adjacent I-beam 104.
portion of the railway car 100, as shown in FIG. 2, and
Speci?cally, each of the platforms 107 is of fabricated 70 normally disposed in supporting relation with the co
structure and of substantial box-like con?guration, in
operating front end of the trailer 200A mounted upon
cluding an outer downwardly turned ?ange 109 and an
the right hand end of the railway car 100‘. As explained
inner upwardly turned ?ange 110. Also, the railway car
more fully hereinafter, the hitch 300 disposed in sup
100 comprises a pair of longitudinally extending and
porting relation with the front end of the trailer 200B also
laterally spaced-apart wheel guide rails 111 respectively 75 normally latches in place the king pin 202 thereof; and
5
53,063,386
similarly, the hitch 300 disposed in supporting relation
with the front end of the trailer 200A also normally
latches in place the king pin 202 thereof. Accordingly,
regardless of the type of the semi-trailer 200A or 20015
that is mounted upon the top of the railway car 100, the
front end thereof is always supported in the same manner
by the cooperating hitch 300, and also regardless of the
mounted position of the semi-trailer with respect to the
opposite ends of the railway car 100.
Preferably each of the hitches 300 is of the construc
tion and arrangement of that disclosed and claimed in
the copending application of Deodat Clejan, Serial No.
861,291, ?led December 22, 1959.
More particularly as shown in FIG. 2, each of the
hitches 300 comprises a standard 301 that is pivotally
mounted at the lower end thereof upon a laterally ex
tending trunnion bar 302 rotatably supported within the
center sill 101 adjacent to the opposite ends thereof
6
anism 303 and of the latch 308 have not been illustrated
in the interest of brevity.
In View of the foregoing, it will be understood that
when the hitch .300 occupies its erected position and is
operatively connected via the ?fth-wheel mechanism 303
to the king pin 202 of the associated supported semi
trailer 200A or 2003, the supported semi-trailer and the
connected ?fth~wheel mechanism 303 are movable as a
unit longitudinally of the center sill 1'01 effecting cor
responding pivotal movement of the standard 301 with
the trunnion bar 302; whereby the motion mentioned is
transmitted from the standard 301 via the strut 304 to
the connected shock absorbing mechanism 400, with the
result that the shock absorbing mechanism 400‘ limits‘ and
shocks through the erected hitch 300 the fore-and-aft
rolling movements of the connected semi-trailer 200A
or 20013 longitudinally of the center sill 101.
Of course, when the hitch 300‘ occupies its storage
upon the I-beams 104; which standard 301 carries at the
position within the hollow center sill 101, it is arranged
upper end thereof a pivotally connected ?fth-wheel 20 entirely in a non-interfering position with respect to
mechanism 303 that is adapted selectively to support the
movements of the semi-trailers 200A and 2003 longi
front end of the associated semi-trailer 200A or 20013.
tudinally along the center sill 101 in their supported
Further, the hitch 300 comprises a strut 304 pivotally
positions.
connected at the outer end thereof to the intermediate
In passing, it is mentioned that the front end of the
portion of the standard 301 by a suitable pivot pin 305 25 mounted semi-trailer 200A or 20013 may be supported
and carrying roller structure 306 on the inner end there
upon the railway car 101 by utilization of its front end
of arranged in guided relation with respect to guide struc
ture 307 carried by the respective I-beams 104. Also,
a pair of longitudinally spaced-apart shock absorbing
supporting mechanism 203. More particularly, in this
case, the front end supporting mechanism 203 is operated
from its normal storage position into its active position
mechanisms 400 are arranged in the hollow center sill 30 so that the flanged rollers carried on the outer end thereof
101 and respectively operatively associated with the
respectively engage the rails 106 for the supporting pur
hitches 300. As illustrated, the shock absorbing mech—
pose.
anism 400 comprises a pair of longitudinally extending
A plurality of the railway cars 1100 are normally
and laterally spaced~apart shafts 401 that are operatively
arranged in a train, the adjacent ends of the railway cars
connected together by an associated laterally extending
being coupled together by car couplers, not shown; and
latch bar 402. Also, the inner end of the strut 304
the semi-trailers 200A and 200B are loaded indiscrim
carries a pivotally mounted latch 308 that selectively co
inately upon the string of railway cars 100 longitudinally
operates with the latch bar 402.
with respect to the train. in order to accommodate such
In the arrangement, the hitch 300 is selectively mov
longitudinal loading of the trailers 200A and 2005, each
able between a storage position disposed within. the hollow 40 of the railway cars 100 comprises end structure providing
center sill 101 and an erected position disposed well above
both a continuous trackway and a continuous roadway
the center sill 101. When the hitch 300‘ is moved from
along the train of railway cars 100; and this end struc
its storage position into its erected position, the stand
ture that is provided at the left hand end of the railway
ard 301 is rotated into a substantially upstanding posi
car 100 is best shown in FIGS. 1, 3, 4, and 5. More
tion with the trunnion bar 302, and the strut 304 is moved 45 particularly, and referring to FIG. 3, the lower car rail
into an upwardly inclined position since the outer end
106 has pivotally connected thereto a bridging rail 120
thereof is pivotally connected by the pivot pin 305 to the
and the lower car platform 107 has pivotally connected
intermediate portion of the standard 301‘, and since the
thereto a bridging platform 121. As best shown in
inner end thereof carries the roller structure 306 arranged
FIGS. 4 and 5, the inner end of the bridging rail 120* is
in guided relation with respect to the guide structure 307. 50 pivotally connected by a pivot pin 122‘ to the adjacent
As the hitch 300 is. moved into its erected position, the
extreme outer end of the lower car rail 106 and the
latch 308 automatically engages the latch bar 402‘ and
inner end of the bridging platform 121 is pivotally con
is set in its latched position thereby operatively connect
nected by a pivot pin 123 to the adjacent extreme outer
ing the hitch 300 to the shock absorbing mechanism 401.
end of the lower car platform 107. The outer end of the
When the hitch 300 occupies its erected position, the 55 bridging rail 120 is provided with structure 124 that is
?fth-wheel mechanism 303 occupies its active position.
adapted to cooperate with an abutment, indicated at 125,
so that it may selectively engage and support the front
carried by the adjacent extreme outer end of the rail
end of the associated semi-trailer 200A or 200B. Also,
structure of the coupled railway car; and the extreme
the ?fth-wheel mechanism 303 in its active position en
outer end of the bridging platform 121 is provided with
gages and locks in- place the king pin 202 carried by the 60 structure 126 that is adapted to cooperate. with an abut
front end of the supported semi-trailer 200A or 2003.
ment, indicated at 127, carried by the adjacent extreme
Of course, the ?fth-wheel mechanism 303 may be
outer end of the platform structure of the coupled rail
operated to unlock the king pin 20-2‘ carried by the front
way car. The bridging rail 120 and the bridging plat
end of the supported semi-trailer 200A or 200B, thereby
form 121 each have active positions, indicated in solid
to accommodate the disconnection of the ?fth-wheel 65 lines in FIG. 4, and inactive positions, indicated in dotted
mechanism 303 from the front end of the supported
lines in FIG. 4; and the bridging rail 120‘ and the bridg
semi-trailer 200A or 2008. At this time, the hitch 300
ing platform 121 are movable together between their
may be returned back into its storage position by opera,
active and inactive positions, as explained more fully
tion of the latch 308 to unlatch the associated latch
bar 402; whereby the standard 301 is rotated with the 70 hereinafter. More particularly, when the bridging rail
120‘ occupies its active position, its lower position illus'—
trunnion bar 302 causing the strut 304 to guide the
trated in FIG. 4, the structure 124 engages the adjacent
movement mentioned by virtue of the cooperation be
abutment 1125, thereby completing a continuous rail sys—
tween the roller structure 306 and the cooperating guide
tem between the two coupled railway cars 100; and like
structure 307. The details of the tripping devices for
respectively effecting tripping of the ?fth-wheel mech 75 wise, when the bridging platform »12'5’ occupies‘ its' active
3,063,386
7
8
position, its lower position illustrated in FIG. 4, the struc
ture 126 engages the abutment 127, thereby completing a
continuous road system between the two coupled railway
be understood that the inactive positions of the bridging
rails 120 and the bridging platforms 121 accommodate
articulation of the coupled railway cars 100, without bend
ing or other damage to these bridging elements 120
cars 100.
It will be understood that the right hand end of the
railway car 100 comprises end structure identical to that
provided at the left hand end of the railway car 100‘,
except that the bridging rail and the bridging platform
involved are disposed in cooperating relation with respect
and 121.
As previously noted, the semi-trailers 200A and 200B
are normally loaded longitudinally upon the railway car,
and ordinarily a tractor is employed in this operation;
which tractor may be either equipped or unequipped.
to the upper car rail 106 and the upper car platform 107. 10 The unequipped tractor is entirely conventional, compris
Accordingly, each railway car 100 carries at each end
ing a chassis provided with a front axle carrying front
thereof end structure that is complementary to the end
road wheels that are steered and a rear axle carrying rear
structure carried by either end of any other railway car
road wheels that are driven, as well as a motor and the
usual facilities. Also, the rear end of the unequipped
100, so that, either end of any railway car 100 may be
tractor carries a conventional ?fth-wheel mechanism that
connected to either end of another railway car 100.
is selectively operative between active and inactive posi
This will be best understood by reference to PKG. 3,
tions with respect to the depending king pin 202 carried
wherein it will be appreciated that the rail bridge 120
by the front end of the semi-trailer 200A or 200B, the
and the platform bridge 121 carried at the left hand
?fth-wheel mechanism in its active position supporting
end of the railway car illustrated produces continuous
rail and road systems with respect to the right hand end 20 the front end of the semi-trailer and latching the king pin
in place, and the ?fth-wheel mechanism in its inactive
of the coupled railway car, not shown, disposed at the
position unlatching the king pin to facilitate the removal
left of the railway car 100 illustrated; while the rail
of the semi-trailer from its supported position. The
bridge indicated at 120' and the platform bridge indi
equipped tractor is identical to the above described con
cated at 121' carried at the right hand end of the
coupled railway car, not illustrated, produce continuous
rail and road systems with respect to the left hand end
of the railway car 100 illustrated. Also it is noted that,
as shown in FIG. 3, the upper surfaces of the car plat
forms 107 and the upper surfaces of each of the bridging
25
ventional tractor, except that it further comprises low
front rollers carried by the front axle and disposed in
wardly with respect to the front road wheels, and also
driven rear rail wheels disposed inwardly with respect
to the rear road wheels.
The front rollers are flanged
platforms 121 may carry embosses, respectively indi 30 to face inwardly so that they are adapted to straddle the
cated at 107a and 121a, so as to provide additional
frictional contact with the engaging road wheels 201 of
a semi-trailer 200A, or other road vehicle, supported
thereby.
track rails 106 carried on the top of the center sill 101
of the railway car 100 and to guide thereon. The driven
rear rail wheels are driven together with the rear road
wheels and are also ?anged to face inwardly so that they
Again referring to FIGS. 4 and 5, the bridging rail 35 too are adapted to straddle the track rails 106 carried on
the top of the center sill 101 of the railway car 100 and
120 and the bridging platform 121 are actuated simul
to guide thereon.
taneously by an arrangement including a manually oper
In the loading operation the ?fth-wheel mechanism
able lever or handle 130 that is connected at the lower
carried by the tractor, and regardless of the type thereof,
end thereof to a bushing 131 mounted upon a pivot pin
is coupled to the king pin 202 carried by the front end
carried by a plate 132 secured to the adjacent outer edge
of the semi-trailer 200A or 200B, and this coupled unit
of the car platform 107. The bushing 131 is rigidly
connected to the inner end of an arm 133, the outer
is backed upOn the railway car 100.
end of which is connected to a tube 134 that is, in turn,
unequipped semi-trailer 200A is involved, the road wheels
201 thereof engage the platforms 107 and cooperate with
the wheel guide rails 111 to insure centering of the semi
connected to the underportion of the bridging platform
121 by a pair of tabs 135. Also, the bridging platform
121 is linked to the bridging rail 120 by an arrangement
including a tab 136 carried by the bridging rail 120, and
a link 137.
One end of the link 137 is connected by a
pivot pin 138 arranged in the end of the tube 134 and
In the event the
trailer 200A upon the top of the railway car 100 as it is
backed in place thereon. In the event the equipped semi
trailer 200B is involved, the low rollers 205 carried by
the rear axle 211 straddle and engage the track rails 106
and guide thereon so that the road wheels 201 are dis
the other end of the link 137 is connected to the tab 136
by a spindle 139. Accordingly, when the lever or handle
130 is rotated in the clockwise direction, as viewed in
posed above the platforms 107, whereby automatic center
ing of the semi-trailer 200B is assured. The guiding and
FIG. 4, from its position illustrated, the bushing 131
is correspondingly rotated causing the arm 133 to lift
centering of an unequipped tractor, as it is backed upon
the top of the railway car 100, is substantially identical to
the bridging platform 121 from its active position illus
that of the unequipped semi-trailer 200A; and likewise,
the centering and guiding of the equipped tractor, as it
trated in full lines into its inactive position illustrated
is backed upon the top of the railway car 100, is sub
in dotted lines. As the bridging platform 121 is thus
stantially identical to that of the equipped semi-trailer
rotated in the clockwise direction, as viewed in FIG. 4,
200B.
about the pivot pin 123, the motion is transmitted by the
With further reference to the wheel guiding and center
link 137 to the bridging rail 120 so that the bridging rail 60
ing arrangement that is incorporated in the railway car
120 is rotated in the clockwise direction about the pivot
100, it will be observed in FIGS. 3 and 4 that the wheel
pin 122 from its active position illustrated in full lines
guiding rails 111 extend substantially from end-to-end of
into its inactive position illustrated in dotted broken lines.
the center sill 101 and that each extreme outer end of
Accordingly, it will be understood that the bridging rail
each wheel guiding rail 111 is ?ared and curved inwardly
120 and the bridging platform 121 may be readily moved
toward the web of the adjacent I-beam 104, as indicated
simultaneously between their active and inactive posi
at 111a, thereby positively to prevent scu?ing of the inside
tions by corresponding manipulations of the lever or
surface of the rubber of the inside road wheels 201 car
handle 130. At this point it is mentioned that the bridg
ried by the unequipped road semi-trailer 200A incident
ing rail 120 and the bridging platform 121 occupy their 70 to loading the same upon the railway car 100, in the
lowered or active positions only during loading of the
semi-trailers 200A and 200B upon the coupled railway
cars 100; and after the loading operation, the bridging
rail 120 and the bridging platform 121 are operated
manner described above.
Referring now to FIGS. 8 to 12, inclusive, a modi?ed
form of the railway car 500 is there illustrated that is
fundamentally of the same construction as that of the
into their raised or inactive positions. It will, of course, 75 railway car 100 previously described and comprising the
3,063,386
9
iii
corresponding elements 501, 504, 506, 5437, 56%, 511, 520‘,
521 occupies its connecting position with respect to the
521, 522, 523, 524, 525, 526 and 527. Accordingly, in
this case, the inner end of the bridging rail 520 is pivot
ally connected to the extreme left-hand end of the lower
I-beam 504, as shown in FIG. 8, by the associated pivot
in 522, and the bridging rail 52% is movable independent
hereinafter. In this connection it is mentioned that the
lateral spacing between the ribs 542 is substantially
less than the normal width of the road wheels 201, as
adjacent coupled railway car, as explained more fully
clearly illustrated in FIG. 11, thereby adequately to sup
port the road wheels 201 in the transition thereof between
the bridging platform 521 in its connecting position and
position, as shown in FIGS. 8 and 9, and its disconnect
the adjacent outer end of the platform 5M.
ing position, as shown in FIGS. 10 and 11. More par
Referring now to FIGS. 8, 9 and 11, the bridging plat
ticularly, when the bridging rail 520 occupies its con 10
form 521 essentially comprises an upper plate or deck
necting position with respect to the associated coupled
543 carrying a plurality of longitudinally extending and
railway car, it occupies a substantially horizontal disposi
laterally spaced-apart ribs 544 disposed therebelow and
tion bridging the space between the adjacent ends of the
ly of the bridging platform 521 between its connecting
railway car 5% and of the coupled railway car men
tioned and produces the continuous rail system, as pre
viously explained. On the other hand, when the bridging
rail 520 occupies its disconnecting position with respect
to the associated coupled railway car, it occupies a sub
stantial vertical disposition unbridging the space be
tween the adjacent ends of the railway car Stitl and of the
coupled railway car mentioned and interrupts the rail
rigidly secured thereto, as, by welding, as well as the
front laterally extending abutment 526 previously men
tioned, and also a laterally extending rear abutment 545,
the two abutments 526 and 545 being substantially of
tubular form. Each of the ribs 544 is substantially
channel-shaped in lateral cross-section, and the lower por
tions of the ribs 544 depend from the deck 543; where
by the ribs 544 reinforce the bridging platform 521, so
system, sO_ as to accommodate ready articulation between
as to minimize vertical bending movements thereof un
the adjacent ends of these coupled railway cars, without
damage to the bridging rail 52%.
der load, when the bridging platform 521 occupies its
In order to insure that the bridging rail 52% is re
strained in its disconnecting position, as illustrated in
FIGS. 10 and 11, a securing arrangement is provided
that includes a link 53% that is connected at the inner
end thereof to the adjacent outer end of the I-beam 504
by an associated pivot pin 531, the outer end of the
link 530 having a hole 532 therein that is arranged to
cooperate with, the central opening provided in a barrel
533 that is secured by a pair of tabs 534 to the under
surface of the bridging rail 52d, as best shown in FIG.
11. Also, a locking pin 535 is employed for the pur
pose of locking together the outer end of the link 530
and the barrel 533, when the bridging rail 52!) occupies
its disconnecting position, as illustrated in FIG. 11; and
speci?cally, the locking pin 535 is inserted through the
connecting position, as shown in FIGS. 8 and 9, and as
explained more fully hereinafter.
The bridging platform 521 is mounted upon the ex
trerne front end of the center sill 5M in alignment with
the adjacent end of the base 540 for movements between
its connecting position as shown in FIGS. 8 and 9, and
its disconnecting position, as shown in FIG. 10, by an
arrangement including a laterally extending tubular trun
nion member 546, the trunnion member 546 being ro
tatably mounted adjacent to the end of the center sill
5&1 by an arrangement including a pair of outwardly
extending brackets 547 disposed in laterally spaced-apart
relation and rigidly secured to the adjacent laterally out
wardly extending cantilever beam 508, as best shown in
FIG. 11. More particularly, the trunnion member 546 is
rotatably mounted upon the brackets 54-7 by an arrange
hole 532 provided in the outer end of the link 5356 and 40 ment including two pairs of cooperating keepers 548
respectively secured to the upper and lower ends of the
the centrally disposed opening provided in the barrel 533
brackets 547 by cooperating bolts 549; and the trunnion
for the purpose mentioned. In order to prevent loss
member 546 carries two pairs of longitudinally out
of the locking pin 535, the same is secured to the inter
wardly extending and laterally spaced-apart links 550
mediate portion of the link 530 by a suitable short length
45 rigidly secured thereto at the inner ends thereof. The
of chain 536.
extreme outer ends of the pairs of links 550 are pivot
Accordingly, it will be understood that when the bridg
ing rail 52% occupies its disconnecting position, as illus
trated in FlG. 11, it may be readily secured in place by
utilization of the locking pin 535. On the other hand,
ally connected to the intermediate portion of the bridg
ing platform 521 by the pair of laterally spaced-apart
pivot pins 523. More particularly, each of the pivot pins
when it is desired to move the bridging rail 520 from its 50 523 extends laterally between the outer ends of the ad
disconnecting position of FIG. 11 into its connecting
position of FIG. 9, it is only necessary to remove the
locking pin 535 and then to lower the bridging rail 520
into its‘ connecting position.
jacent pair of links 550 through a pair of aligned holes
respectively provided in the sides of one of the depend
ing ribs 544 carried by the deck 545 of the bridging plat
form 521; and in the arrangement, it is noted that the
The end structure that is provided on the left-hand 55 upstanding ribs 542 carried by the base 540 are staggered
laterally with respect to the depending ribs 544 carried
end of the railway car 5% comprises, in addition to the
‘by the bridging platform 521, as clearly shown in FIG.
11; whereby the ribs 542 and 544 are arranged in inter
locking relation with respect to each other.
The laterally extending rear abutment 545 carried by
base structure 540 comprises, as best shown in FIGS. 60
the bridging platform 521 carries a depending lug 551':
8, 11 and 12, a supporting plate 541 rigidly secured, as
that projects downwardly between an. inner pair- of the
by welding, to the laterally projecting cantilever beams
ribs 542 carried by the base 546; which Mg 551 car
5% disposed adjacent to the lower left-hand end of the
bridging rail 52% aud the bridging platform 521, base
structure 540 arranged in alignment with the left-hand
end of the lower platform 54?]. More particularly, the
center sill 5451, as well‘ as a plurality of longitudinally
ries on the extreme lower end thereof a laterally extend
extending and laterally spaced-apart ribs 542, the ribs 65 ing guide bar 552 that is also positioned between the two
upstanding intermediate ribs 542 mentioned, as clearly
54-2 being disposed on the upper surface of the support
shown in FIG. 11; and further, the two upstanding in
ing plate 541 and rigidly secured in place, as by weld
termediate ribs 542 mentioned carry a pair of longitudi
ing. Each of the ribs 542 is substantially channel-shaped
nally extending and laterally spaced-apart guide rails
in lateral cross-section, and the upper portions of the
ribs 542 are disposed in the substantially horizontal plane 70 553 adjacent to the upper portions thereof and disposed
in overhanging relation with respect to the outer ends of
of the adjacent end of the lower platform 507; whereby
the guide bar 552;, as clearly shown in FIGS. 11 and 12.
the base 540 constitutes a transition section for the road
Accordingly, the above-described mounting arrange
wheels 201 carried by an unequipped semi-trailer ZtltlA
ment for the bridging platform 521 accommodates ready
incident to loading and unloading thereof with respect
to the railway car 500, when the bridging platform 75 movements thereof between its extended connecting posi
3,063,386
11
12
‘
tion, as shown in FIGS. 8 and 9, and its disconnecting
retracted position, as sohwn in FIG. 10; which move
bridging platform 521 between its connecting and dis
connecting positions by the utilization of the handle
ments of the bridging platform 521 constitute longitudi
556, an energy-storing arrangement is provided that in
nal sliding movements with respect to the base 540 that
cludes a resilient member 557 in the form of a laterally
are guided by the cooperation between the guide bar
extending torsion bar disposed within the tubular trun
552 carried by the bridging platform 521 and the guide
nion member 545. As best shown in FIG. 11, the tor
rails 553 carried by the base 540, the link 550 support
sion bar 557 comprises a stack of leaf springs; the inner
ing the intermediate portion of the bridging platform 521
end of the torsion bar 557 is rigidly secured to the ad
in the longitudinal sliding movements mentioned, and
jacent portion of the laterally extending cantilever beam
rotation of the trunnion member 546 accommodating the 10 598 by an arrangement including a pair of brackets 553
required pivotal movements of the links 550.
and a cooperating rivet 559; and the outer end of the
When the bridging platform 52.1 occupies its connect
torsion bar 557 is rigidly secured to a cap 560 that is,
ing or extended position, as illustrated in FIGS. 8 and 9,
in turn, rigidly secured to the outer end of the trunnion
it is, of course, disposed longitudinally in bridging rela
tion between the adjacent ends of the railway car 500
and the coupled railway car, as indicated in FIG. 9; at
which time, the front abutment 526 carried by the bridg
ing platform 521 engages the adjacent abutment 527 car
ried by the adjacent right-hand end of the coupled rail
way car mentioned; and at which time, the rear abut
ment 545 carried by the bridging paltform 521 still en
gages the front end of the base 54% carried by the rail
way car 500. On the other hand, when the bridging plat
form 521 occupies its disconnecting or retracted posi
tion, as illustrated in FIG. 10, it is of course, disposed
longitudinally in unbridging relation with respect to the
adjacent ends of the railway car 500 and the coupled rail
way car, as shown in FIG. 10, thereby to accommodate
articulation between the adjacent ends of the railway
car 500 and the coupled railway car mentioned without
member 546. More particularly, the extreme outer end
of the torsion bar 557 projects through a cooperating slot
provided in the cap 560 and is secured in place by a co
operating pin 561.
In the arrangement, the torsion bar 557 is unstrained,
when the bridging platform 521 is moved into an inter
mediate position with respect to its extreme connecting
and disconnecting positions; Accordingly, when the
vbridging platform 521 is moved into its connecting po
sition, as shown in FIG. 9, the corresponding rotation
of the trunnion member 546 in the counterclockwise di
rection as viewed therein effects straining, or winding-up
in one direction, of the torsion bar 557, with the con
sequent storage of energy therein, with the result that
the stored energy assists the person in the subsequent
return of the bridging platform 521 out of its extended
position and back toward its intermediate position, thereby
minimizing the amount of work that must be expended
on the part of the person in moving the bridging plat
form 521 out of its extended position, as shown in FIG.
bending or other damage to the bridging platform 521.
Moreover, when the bridging platform 521 occupies its
disconnecting or retracted position, as shown in FIG. 10,
the same is disposed in superimposed relation with respect
9. Similarly, when the bridging platform 521 is moved
to the base 549; whereby the deck 543 is disposed in sub
into its disconnecting position, as shown in FIG. 10, the
stantially the horizontal plane of the adjacent end of the
corresponding rotation of the trunnion member 546 in
platform 507, and the ribs 544 carried by the bridging
the clockwise direction as viewed therein effects strain
platform 52.1 are arranged laterally between the cooperat
ing, or Winding-up in the other direction, of the torsion
ing ribs 542 carried by the base 54%}.
557, with the consequent storage of energy therein,
Moreover, it is noted that the opposite ends of the 40 bar
with the result that the stored energy assists the person
ribs 542 carried by the base 540 are provided with front
in the subsequent return of the bridging platform 521
and rear laterally extending recesses or pockets 554 and
555 respectively that cooperate with the rear abutment
545 carried by the bridging platform 52!, so as to in
sure that the bridging platform 521 occupies substantial
ly horizontal dispositions in both its connecting and dis
connecting positions. More particularly, when the bridg
ing platform 521 is moved into its projected connecting
out of its retracted position and back toward its inter
mediate position, thereby minimizing the amount of work
that must be expended on the part of the person in mov
" ing the bridging platform 5x1 out of its retracted posi
tion, as shown in FIG. 10. Of course, the connecting or
extended position of the bridging platform 521, as shown
in
FIG. 9, comprises a stable position thereof, since the
position of FIG. 9, the rear abutment 545 falls into the
weight of the bridging platform 521 adequately over
cooperating front pocket or recess 554, so as to insure
comes the torsional moment exerted thereupon by the
that the deck 543 of the bridging member 521 is sub
wound torsion bar 557; and similarly, the disconnecting
stantially ?ush with the adjacent ends of the ribs 542
or retracted position of the bridging platform 521, as
carried by the base 540; and similarly, when the bridging
shown in FIG. 10, comprises a stable position thereof,
platform 521 is moved into its retracted disconnecting
position of FIG. 10, the rear abutment 545 falls into 55 since the weight of the bridging platform 521 adequately
overcomes the torsional moment thereupon by the wound
‘the cooperating rear pocket or recess 555 so as to in
torsion bar 557.
sure that the deck 543 of the bridging member 521 is
In the loading or unloading of the semi-trailers 200A
substantially flush with the adjacent ends of the plat
form 507.
Y The bridging platform 521 may be readily moved by
and 2003 with respect to the railway car 500 and the
railway car coupled thereto, the bridging rail 520 and
the bridging platform 521 are moved into their con
one man between its connecting and disconnecting posi
necting positions, as shown in FIG. 9; and after the load
tions, so as to falicitate ready loading and unloading of
ing or unloading of the semi-trailers 200A and 20GB
the semi-trailers 200A with respect to the railway car
with respect to the railway car 560 and the railway car
500 and to the coupled railway car mentioned, and to
coupled thereto, the bridging rail 520 and the bridging
this end a substantially U-shaped handle 556 is ?xedly
secured to the front portion of the bridging platform 521, 65 platform 521 are moved into their disconnecting posi
tions, as shown in FIG. 10. These movements of the
the handle 556 extending laterally outwardly and up
elements 520 and 521 may be accomplished by a person
wardly with respect to the front end of the bridging plat
manually in a ready manner, as previously explained; and
form 521, as illustrated in FIGS. 8 and 9; whereby the
in passing, it is noted that the elements 520 and 521 are
handle 556 is in non-interfering relation wtih respect to
70 separately and independently moved between the respec
the road wheels 201 of a semi-trailer 200A, when the
tive extreme positions thereof, as noted above.
bridging platform 521 occupies either its connecting posi
For the purpose of positively restraining the bridging
tion of FIGS. 8 and 9 or its disconnecting position of
platform 521 in its retracted position disposed in super
FIG. 10.
imposed relation with respect to the base 540, as shown
In order to facilitate the manual movements of the 75 in FIG. 10, a latch bolt mechanism 570 is carried by
3,063,386
i4
13
the base 540 and arranged to cooperate with a laterally
and to support the track rollers carried by the second type
outwardly projecting tab 571 carried by the outside of
the deck 543 of the bridging platform 521, as best shown
semi-trailer so as to mount the same upon the top of said
center sill with the road wheels thereof projecting later
ally outwardly over said roadway and with the road
in FIG. 8. Speci?cally, it will be understood that when
the bridging platform 521 is moved into its retracted po
wheels thereof positioned above said roadway and out
of'c'ontact therewith in order to accommodate movements
sition in superimposed relation ‘with respect the base 540,
the tab 571 is disposed rearwardly of the latch bolt
mechanism 570; whereby the latch bolt of this mecha
nism 570 may be selectively manually operated into
latched and unlatched positions with respect thereto.
When the railway car is in transit, the bridging plat
of the mounted second type semi~trailer longitudinally
along said center sill, means including a bridging plat
form and a bridging abutment both disposed at one end
of said railway car for accommodating selective loading
and unloading movements of the ?rst type semi-trailer
between said railway car and a cooperating external sup
form 521 occupies its retracted position, as shown in
port, said bridging platform being disposed on one side
FIG. 10; and at this time, the latch bolt mechanism 570
of said center sill in alignment with and secured to the
is operated to latch the tab 571, thereby to restrain or
latch the bridging platform 521 in its retracted position. 15 adjacent end of the corresponding one stationary platform
and mounted thereupon for selective movements between
Subsequently, when it is desirable to move the bridging
respective connecting and disconnectig positions with re
platform 5.21 out of its retracted position, the latch bolt
spect to the external support, said platform abutment
mechanism 570 is ?rst actuated to unlatch the tab 57].,
being disposed on the other side of said center sill in
whereupon the bridging platform 521 may be readily
moved manually out of its retracted position of FIG. 20 alignment with and secured to the adjacent end of the
corresponding other stationary platform and mounted
10 into its extended position of FIG. 9, as previously
thereupon for cooperation with platform structure that
explained.
is carried by the external support and movable between
‘Of course, it will be understood that the end struc
respective connecting and disconnecting positions with
ture that is provided at the right-hand end of the railway
car 5% is substantially identical to that described above 25 respect to said platform abutment, said bridging platform
in its connecting position and said platform abutment
that is provided at the left-hand end thereof; however,
being disposed substantially in the horizontal lower plane
the two end structures are diagonally displaced with re
of said roadway, and means including a bridging rail and
spect to each other, so that each is complementary to
a rail abutment both disposed at said one end of said
each other end structure provided on either end of each
30 railway car for accommodating selective loading and un
other railway car, as indicated in FIG. 8.
loading movements of the second type semi-trailer be
In view of the foregoing, it is apparent that there has
tween said railway car and the external support, said
been provided in a railway car that is especially designed
ibridging rail, being disposed in alignment with and se—
for transporting road vehicles, a rail bridging and road
cured to the adjacent end of the corresponding one sta
bridging system at the opposite ends of the railway car,
tionary rail and mounted thereupon for selective move
and of improved construction and (arrangement, that
greatly facilitate the loading and unloading operations
ments between respective connecting and disconnecting
and that accommodate ready movements in the longi
tudinal direction of the road vehicles between and along
‘a coupled string of the railway cars.
positions with respect to the external support, said rail
sidered to be the preferred embodiment of the invention,
it will be understood that various modi?cations may be
made therein, and it is intended to cover in the appended
claims all such modi?cations as fall within the true spirit
and scope of the invention.
45
‘structure that is carried by the external support and
abutment being disposed in alignment with and secured
to the, adjacent. end of the corresponding other stationary
While there has been described what is at present con 4,0 rail and’ mounted thereupon for cooperation with rail
' What is claimed is:
movable between respective connecting and disconnecting
positions with respect to said rail abutment, said bridging
rail in its connecting position and said rail abutment
being disposed substantially in the horizontal upper plane
of said trackway.
2. The. railway car set forth in claim 1, and further
1. A railway car for transporting indiscriminately road
semi-trailers of ?rst and second types, wherein the ?rst
comprising linkage, means connecting together said bridg
type of semi-trailer includes a rear end carrying road
ing rail and said bridging platform so that they are mov
emi-trailer includes a rear end carrying both road wheels
of standard road gauge and track rollers of given narrow
positions.
wheels of standard road‘ gauge, and the second type of 50 able together between their connecting and disconnecting
3. A railway car for transporting a road vehicle and
comprising a longitudinally extending underframe, longi
gauge depending therefrom and disposed inwardly of and
tudinally extending stationary platform structure carried
above the road wheels carried thereby; said railway car
comprising a longitudinally extending narrow center sill, 55 by said underframe and adapted to engage and to support
the roadwheels of a road vehicle mounted thereon, a base
a pair of trucks of standard rail gauge supporting the
carried by said underframe at one end thereof and on
opposite ends of said center sill, a pair of longitudinally
one side of the longitudinal center line thereof and ar
extending and laterally spaced-apart stationary rails re
ranged in longitudinal alignment with the adjacent end
spectively provided on the opposite top sides of said center
sill and constituting a trackway of said given narrow 60 of said stationary platform structure carried on said one
side of said underframe, a laterally extending trunnion
gauge and disposed in a substantially horizontal upper
member rotatably mounted upon said one end of said
plane, a pair of longitudinally extending and laterally
underframe on said one side of the longitudinal center line
spaced-apart stationary platforms respectively carried on
thereof. andlongitudinally outwardly with respect to said
the opposite sides of said center sill and projecting later
ally outwardly therefrom and disposed below the top
65
base, a longitudinally outwardly extending link rigidly
thereof and constituting a roadway of said standard road
gauge and disposed in a substantially horizontal lower
plane, said roadway being arranged to engage and to
support the road wheels of the ?rst type semi-trailer so
secured to said trunnion member and rotatable therewith,
a longitudinally extending bridging platform, and means
including a pivotal connection between the outer end of
portion thereof positioned above said trackway and out
of contacttherewith in order to accommodate movements
of the mounted ?rst type semi-trailer longitudinally along
said center sill, said trackway being arranged to engage 75
tudinal center line thereof in longitudinal alignment with
saidtbase for selective longitudinal movements between
said link andithe intermediate portion of said bridging
as to mount the same upon the top of said center sill in 70 platform for mounting said bridging platform upon said
one end of said underframe on said one side of the longi
straddling relation with said trackway and with the under
respective connecting and disconnecting positions with
respect" to a cooperating external support so as to ac
3,063,386
15
commodate selective loading and unloading movements
of the road vehicle between said railway car and the
external support, said bridging platform in its connect
ing position occupying a ?rst substantially horizontal
disposition projecting longitudinally outwardly from the
adjacent end of said base and in its disconnecting position
occupying a second substantially horizontal disposition
1%
ried by said base, the lateral spacing between said up
standing ribs ‘oeing sufficiently narrow that the tops of
said upstanding ribs accommodate the support of the en
gaging road wheels of the road vehicle incident to load
ing and unloading thereof, a longitudinally extending
bridging platform slidably connected at the rear thereof
to said base and selectively movable with respect thereto
between connecting and disconnecting positions with re
spect to the external support, a plurality of longitudi
retracted longitudinally inwardly with respect to the ad
jacent end of said base and disposed in superimposed rela
tion with respect thereto.
10 nally extending and laterally spaced-apart depending ribs
4. The railway car set forth in claim 3, and further
carried by said bridging platform and reinforcing the
comprising resilient means operatively connected between
same in its connecting position, said bridging platform
said one end of said underframe and said trunnion mem
in its connecting position being disposed in a substan
ber, whereby movement of said bridging platform into
tially horizontal extended disposition with respect to
its connecting position strains said resilient means stor 15 said base and substantially in the plane of the tops of
ing energy therein so as to facilitate subsequent return
said upstanding ribs and accommodating the support of
movement of said bridging platform from its connecting
the engaging road wheels of the road vehicle incident
position back toward its disconnecting position.
to loading and unloading thereof, said bridging plat
form in its disconnecting position being disposed in a
comprising resilient means operatively connected between 20 substantially horizontal contracted position with respect
said one end of said underframe and said trunnion mem
to said base and in superimposed relation therewith, said
ber, whereby movement of said bridging platform into
depending ribs being staggered laterally with respect to
its disconnecting position strains said resilient means stor
said upstanding ribs and in inter?tting relation there
ing energy therein so as to facilitate subsequent return
with when said bridging platform is in its disconnecting
movement of said bridging platform from its disconnect 25 position disposed in superimposed relation with respect
5. The railway car set forth in claim 3, and further
ing position toward its connecting position.
6. The railway car set forth in claim 3, and further
comprising resilient means operatively connected between
said one end of said underframe and said trunnion mem
to said base, bracket structure adapted to be secured in
place to the underframe of the railway flatcar at the
one end thereof, and linkage means interconnecting said
bridging platform and said bracket structure for support
ber and having an unstrained condition when said bridg 30 ing said bridging platform during the movements thereof
ing platform occupies an intermediate position with re
between its connecting and disconnecting positions.
spect to its extreme connecting and disconnecting posi
12. A railway car for transporting a road vehicle and
tions, whereby movement of said bridging platform into
either one of its extreme positions strains said resilient
means storing energy therein so as to facilitate subse
comprising a longitudinally extending underframe, longi
tudinally extending stationary platform structure carried
35 by said underframe and adapted to engage and to sup
quent return movement of said bridging platform back
toward the other of its extreme positions.
port the road wheels of a road vehicle mounted thereon,
a base carried by said underframe at one end thereof
7. The railway car set forth in claim 3, and further
and on one side of the longitudinal center line thereof
comprising a sliding connection between the inner end
and arranged in longitudinal alignment with the adja
of said bridging platform and said base for guiding said 40 cent end of said stationary platform structure carried on
bridging platform in its selective longitudinal movements
said one side of said underframe, a laterally extending
With respect to said base between its respective connect
tubular trunnion member rotatably mounted upon said
ing and disconnecting positions.
one end of said underframe on said one side of the longi
8. The railway car set forth in claim 3, and further
tudinal center line thereof and longitudinally outwardly
comprising latch mechanism cooperating between said
base and said bridging platform in its disconnecting posi
with respect to said base, a longitudinally outwardly ex
tending link rigidly secured to said trunnion member and
tion and selectively operative to latch and to unlatch in
rotatable therewith, a longitudinally extending bridging
place said bridging platform in its disconnecting position.
platform, means including a pivotal connection between
the outer end of said link and the intermediate portion
9. The railway car set forth in claim 3, wherein said
base is provided with a plurality of longitudinally extend 50 of said bridging platform for mounting said bridging plat
ing and laterally spaced-apart upwardly projecting ?rst
form upon said one end of said underframe on said one
ribs, and said bridging platform is provided with a plu
side of the longitudinal center line thereof in longitu
rality of longitudinally extending and laterally spaced
dinal alignment with said base for selective longitudi
nal movements between respective connecting and dis
apart downwardly projecting second ribs, and wherein
said ?rst and second ribs are arranged in inter?tting re 55 connecting positions with respect to a cooperating ex
lation when said bridging platform occupies its discon
ternal support so as to accommodate selective loading
necting position disposed in superimposed relation with
and unloading movements of the road vehicle between
respect to said base.
said railway car and the external support, said bridging
10. The railway car set forth in claim 9, wherein the
platform in its connecting position occupying a ?rst sub
lateral spacing between said ?rst ribs carried by said 60 stantially horizontal disposition projecting longitudinally
base is substantially less than the width of the road wheel
outwardly from the adjacent end of said base and in its
of the road vehicle mounted thereon, and the upper por
tions of said ?rst ribs are substantially in the plane of the
adjacent end of said stationary platform structure car
ried on said one side of said underframe.
11. Platform apparatus for use in selectively bridging
disconnecting position occupying a second substantially
horizontal disposition retracted longitudinally inwardly
with respect to the adjacent end of said base and dis
65 posed in superimposed relation with respect thereto, and
a laterally extending torsion bar arranged within said
tubular trunnion member, one end of said torsion bar
being operatively connected to said one end of said under
ing of a road vehicle between the railway ?atcar and the
external support; said apparatus comprising a longitu 70 frame and the other end of said torsion bar being oper
atively connected to said trunnion member, whereby a
dinally extending stationary base adapted to be secured
predetermined rotation in a given direction of said trun
in place to the underframe of the railway flatcar adjacent
nion member strains said torsion bar storing energy
to one corner thereof at the junction of one end thereof
and one side thereof, a plurality of longitudinally ex
therein so as to facilitate a return rotation in the op
tending and laterally spaced-apart upstanding ribs car 75 posite direction of said trunnion member, thereby to fa
together the end of a railway ?atcar and an adjacent ex
ternal support so as to accommodate loading and unload
3,063,386
18
17
cilitate a corresponding movement of said bridging plat
form in its movements between its connecting and dis
connecting positions.
References Cited in the ?le of this patent
UNITED STATES PATENTS
1,051,205
1,581,745
Engle _______________ .__ Jan. 21, 1913
Kellett ______________ __ Apr. 20, 1926
2,099,288
2,144,081
2,715,971
2,788,751
2,837,038
2,914,003
2,944,492
Allen _______________ __ Nov. 16,
Porte _______________ __ Jan. 17,
Cox _______________ __ Aug. 23,
Russell ______________ __ Apr. 16,
Fahland ______________ .__ June 3,
1937
1939
1955
1957
1958
Seel et al _____________ __ Nov. 24, 1959
Clejan ______________ __ July 12, 1960
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