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Патент USA US3096740

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July 9, 1963
J. E. GUTRIDGE
3,096,730
CENTER LOAD CONTAINER CAR
Filed 061'.- lO, 1958
14 Sheets-Sheet l
July 9, 1963
J_ E, GUTRIDGE
3,096,730
CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
14 Sheets-Sheet 2
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July 9, 1963
J. E. GUTRIDGE
3,096,730
CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
l4 Sheets-Sheet 3
July 9, 1963
J. E. GUTRIDGE
3,096,730
CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
14 Sheets-Sheet 4
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July 9, 1963
J. E. GUTRIDGE
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CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
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Attorneys
July 9, 1963
J. E. GUTRIDGE
3,096,730
CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
14 Sheets-Sheet 6
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July 9, 1963
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CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
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July 9, 1963
J. E. GUTRIDGE
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CENTER LOAD CONTAINER CAR
Filed 001;. 10, 1958
14 Sheets-Sheet 8
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July 9, 1963
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CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
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July 9, 1963
J. E. GUTRIDGE
3,096,730
CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
14 Sheets-Sheet 10
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Filed Oct. 10, 1958
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Attorneys
July' 9, 1963
J. E. GUTRIDGE
3,096,730
CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
14 Sheets-Sheet 12
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July 9, 1963
J. E. GUTRIDGE
3,096,730
CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
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July 9, 1963
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J. E. GUTRIDGE
CENTER LOAD CONTAINER CAR
Filed Oct. 10, 1958
14 Sheets-Sheet 14
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United States Patent C) 'ice
1
1
A
end loading doors are positioned, so that these containers
may be loaded while on the special car through the
3,096,730
Jack E..Gutridge, Dyer, Ind., assignor to Pullman-Stand
-..
Patented July 9, 1963
CENTER LOAD CONTAINER CAR
weather shed frame; and after they have been completely
loaded, freight may also be placed within the weather
ai‘d‘ Car Manufacturing Company, Chicago, 111., a cor
shed. After loading is vcompleted, roll screens or other
suitable closures seal the weather shed against the ele
ments, and in that manner the entire freight carrying
capacity of the car is utilized.
It should be noted that since the containers are pro
3,070,041, granted December 25, 1962, for improvements 10 vided with end loading doors they may easily be trans
ferred to semi-trailers or trucks and loaded and unloaded
in Highway-Railway Transportation System and Appara
therefrom in conventional manner through the end of
tus, of which this application is a continuation-in-part,
poration of‘ Delaware _
,
Filed Oct. 10, 1958, Ser. No. 766,532
6 Claims. (Cl. 105-368)
In‘lniy United States patent application Serial No.
699,759, ?led November 29, 1957, now Patent No.
there is disclosed a system for handling freight in such
mariner that many economies are effected in transporting
thefreight in marine, railway and highway travel and
various combinations thereof. Many important aspects
the containers. 7
Preferably, the containers are providedrwith the special
15 features that are required for complete compatibility with
the freight transportation systems disclosed in the hereto
fore identi?ed prior patent application to take advantage
of the present invention are disclosed in said application
of the versatility which that system offers, but any con
tainer of appropriate size having end loading doors or
reference to the extent that it is not inconsistent with the 20 gates may be used in conjuction with the railway car
of this invention.
present disclosure.
Among other objects and advantages are the follow
In the prior application referred to, one of the im
mg:
portant concepts disclosed concerns the use of a truck
The weather shed, being open on both sides, enables
or semi-trailer chassis which can readily be detached
from the container carrying the freight load; and in one 25 loading and unloading to be accomplished laterally
Serial No. 699,759, and for that reason, the entire dis
closure of that application is hereby incorporated by
use of the system the truck or semi-trailer is backed onto
through the car to cars on adjoining tracks in the same
a railway car provided with lateral supports at approxi
rn'at'ely the height of the container bottom and engage
sue therewith, and separation of the container from the
manner as boxcars are now loaded and unloaded; the
car may be loaded and unloaded as a conventional boxi
the front end of the semi-trailer from the front supports
tainers of equivalent overall dimension, thereby increas
ing the freight earnings for the car; the car is relatively
car in less than carload lot instances, but, where the
truck or semi-trailer is effected through the use of an 30 freight in a single container all goes to a single destina
tion, the containers may be handled by cranes or lift
air spring rear suspension, which includes controls for
trucks to transfer them to trucks and semiatrailers either
collapsing the air spring to allow the weight of the con
of conventional design or of the type disclosed in said
taine'r to rest upon the’ railway car supports, whereupon
application Serial No. 699,759, and the economies in
the’ truck or semi-trailer can be pulled from beneath the
35 herent therein are achieved; the total freight carrying ca
container. ‘
pacity of a railway car of this invention is somewhat
sThe‘ railway car is equipped with a ?fth wheel stand
greater than either a ?atcar, or gondola car with con
engageaibl'e with the kingpin on the semi-trailer to lift
of the railway car and to carry the front end of the con
tainer load.
‘
40 inexpensive to manufacture and maintain; and the center
loading of the containers provides wider access to the
container interiors than is common with conventional con
One of the outstanding advantages of the freight trans
portation system disclosed in said prior application is
its compatibility with various freight transportation sys
tems now in use in this country or being offered for use
as a solution to obtaining greater economies in freight
tainers with side doors, and permits the expeditious ship
45
transportation.
_ In this connection, the compatibility extends not only
to what is’comrnonly known as piggyback operation, in
which a semi-trailer is backed onto a ?at car with the
front end of the trailer supported on :a fifth wheel stand
provided at the front of the car, but also to various types
of crane and lift truck loading of containers from trucks
onto railway cars.
ment of small loads.
Further and other objects and advantages of the
invention will be apparent as the disclosure proceeds and
the description is read in conjunction with the accompany
ing drawings.
In the drawings:
‘
’
FIGURE 1 is similar to FIGURE 1 of the above identi
?ed application and illustrates a plurality of railway cars
of different types suitable for use with the system dis
closed in said application together with a truck tractor
and semi-trailer shown backing into loading position; I
55
FIGURE 2 is an exploded perspective view of a rail
tainer car, which is not only compatible with the freight
way flatcar and the separable semi-trailer chassis and
transportation system disclosed in said prior application,
freight container of the invention described in said co-'
but has great utility apart from that system.
_ The present invention relates to a center load con
pending application;
Experience has taught that the shipment of freight
FIGURES 3 through 6 inclusive illustrate the ap
in containers which may readily be transferred fromv a‘ 60
plicability of the system as described in said copending
truck to a railway car, and vice versa, and in a similar
application to lift truck operations, particularly where
manner transferred to and from ships, is a great con
multiple freight containers are mounted on a single rail
v'enience and effects many economies; but it also has
way car;
been found that much of the time the containers are kept
FIGURE 7 is a diagrammatic view illustrating the ap
on a ?atcar and loaded ‘and unloaded as a boxcar would’
65
plication of the system of said copending application to
be handled. This means that the containers must have
crane loading of a freight container onto a railway car
-wide side doors‘on both sides of the container, which not
only' are costly but also take up a certain amount of
space.
i
In the present invention, a special type of railway’ 70
provided with the container carrying equipment disclosed
in said copending application;
car provided having a centrally positioned weather shed
FIGURE 8 broadly illustrates a partial approach to
my present invention, illustrating two 24 foot containers
frame on opposite sides of which l.c.l. containers having
secured in spaced apart relation on a standard ?atcar;
3,096,730
-
Y
3
4
provided for placing the system of the said copending ap
FIGURE 9 illustrates the arrangement of FIGURE 8
together with a center loading weather shed structure 1n
plication in operation may include a single track upon
accordance with the present invention that houses the
space between the spaced apart containers and provides
a compartment for receiving small shipments;
which a number of ?atcars or other special cars are posi
tioned in coupled relation, these cars being generally
FIGURE 10 illustrates an arrangement similar to that
of FIGURE 9, but employing somewhat larger con
tainers on a longer ?atcar;
the cars are retractable sills generally designated 34.
Each of the cars 36 is essentially a ?atcar, so that a
designated 30 in FIGURE 1.
At the end of the track is a ramp 32; interconnecting
FIGURE 11 illustrates the railway car of FIGURE 8
truck or semi-trailer may be moved ‘across its deck; but
rearranged for standard ?atcar use;
10 the cars may be, in some instances, modi?ed gondola
FIGURE 12 is a fragmental diagrammatic side ele
cars, ?atcars with a special type of side frame, or other
special cars particularly suited for their intended usage.
vational view of the lower portion of one of the container
Every car which is to be used for piggyback service is
bodies shown in FIGURES 8-10, on an enlarged scale;
provided with a ?fth wheel stand generally designated
FIGURE 13 is a diagrammatic perspective View better
illustrating the principal components of my center load 15 36, and this is used to support the ?fth wheel pin of the
container car as well as the manner of securing the con
semi-trailer.
Conventional practice is for the truck tractor with its
tainer bodies thereof in position on the railroad car;
FIGURE 13a is a diagrammatic representation ‘of a
semi-trailer to back up the ramp 32, and from car to car
kingpin locking device that may be employed on the
over the sills 34 to the last car in the series, whereupon
railway car of FIGURE 13, shown partially in section; 20 the truck tractor is disconnected in the usual manner,
FIGURE 14 is a diagrammatic perspective view illus
allowing the front of the semi-trailer to rest upon its land
trating a method by which my center load container car
ing wheels 38, after which the truck tractor is driven
may be loaded by hand in a manner that makes it com
off the cars, and the front of the semi-trailer is picked
patible with the loading operations for standard boxcars;
up by the ?fth wheel stand 36 to support the front end
FIGURE 15 is a perspective view illustrating diagram 25 of the trailer during travel of the railway car.
matically suggested yard facilities for use in practicin
In order to make the cars 30 alternatively usable with
the novel system of said copending application, retract
my present invention;
'
FIGURE 15a is a diagrammatic front elevational view
able shelves or load supports are provided at the rear of
of the fork lift truck shown in FIGURE 15, illustrating
each car on opposite sides thereof, these being generally
the principal lifting components thereof;
30 designated 40. Similar retractable supports 42 are pro
FIGURE 15b is a side elevational view of the structure
vided near the front end of the cars, and both front and
shown in FIGURE 15a;
rear supports 42 and 40, when in their retracted positions,
FIGURE 16 is a diagrammatic plan view of a freight
permit piggyback operation in a conventional manner.
forwarding house as modi?ed in accordance with my
The preferred special type of semi-trailer used in the
invention and as associated with yard facilities similar 35 improved system of said application combines a freight
to those shown in FIGURE 15;
or load container ‘46 mounted upon a special trailer chas
FIGURE 17 is a fragmental perspective view on an
sis 44 (FIGURE 2). The container body 46 is a com
enlarged scale illustrating a modi?ed form‘ of weather
pletely rigid structure, and does not require the trailer
shed assembly for use on my center load container car;
chassis 44 to enable it to be supported at opposite sides
FIGURE 17a is a diagrammatic cross-sectional view 40 of its rear end and opposite sides of its front end, or at
approximately along line 17a—17a of FIGURE 17;
the center of the front end. The trailer chassis 44 is
FIGURE 18 is a fragmental cross-sectional view along
preferably supported on its wheeled axles by air springs
line 18—18 of FIGURE 17;
48, for reasons which will be later explained.
FIGURE 19 is a fragmental cross-sectional view along
The truck tractor for the semi-trailer 44 and 46 just
line 19-19‘ of FIGURE 17;
described is preferably provided with a conventional
FIGURE 20 is a sectional view through a corner post
hydraulic mechanism or the like for changing the eleva
of one weather shed structure in accordance with my
tion of the ?fth wheel with respect to the ground, as this
invention together with an adjacent corner of a container
is a considerable convenience in the use of the equipment
mounted adjacent the weather shed structure;
.
FIGURE 21 is similar to FIGURE 20 but illustrating
a modi?ed arrangement;
FIGURE 22 is an end elevational view of the railway
car shown in FIGURE 13 without the containers applied
in the system of said copending application.
60
When the special trailer of said system is to be trans
ferred to a railway car, the trailer is backed onto the
cars 30, using the motive power of the coupled truck
tractor in exactly the same manner as in the piggyback
thereto, illustrating the relationship of the car to the
system, with the front and rear supports 42 and 40‘ of the
clearance line speci?ed by AAR for, for instance, a 75
55 cars, through which the unit must pass in reaching the car
foot ?atcar;
for loading, being retracted to permit free transit. The
FIGURE 23 is a diagrammatic perspective view illus
car which is to be loaded has its rear supports in operative
trating the application of my invention to mail service;
position; that is, in horizontal position (see FIGURE
FIGURE 24 is a diagrammatic perspective view illus
2); and, as the trailer is backed onto this car, guide mem
trating the application of my invention to the transporta
bers or brackets 51 (see FIGURE 2) on opposite sides
60
tion of perishable goods;
,
‘FIGURE 25 is a diagrammatic cross-sectional view
of the rear end of the trailer container coact with the
near supports 40 to center the rear of the trailer over the
car end and place the rear end of the trailer on these
along line 25-25 of FIGURE 24; and
‘FIGURE 26 is a diagrammatic perspective view, illus
supports. The trailer is moved back on these supports
trating the application of the principles of my invention 65 a suf?cient distance so that the front end of the trailer
to passenger transportation.
clears the front supports 42, after which the front sup
It should be understood that the speci?c disclosure
ports are moved to their operative horizontal position,
which follows is for the purpose of complying with Sec
the lift mechanism for the ?fth wheel plate of the tractor
tion 112 of Title 35 of the US. Code, and that the ap
is raised, and the trailer is moved forward by the tractor
pended claims should ‘be construed as broadly as the prior 70 until the front end of the trailer body or container is
located above the front supports 42. The rear supports‘
art will permit consistent with the disclosure herein made.
General Description
Referring ?rst to FIGURES 1 and 2, ‘and as described
ane of sufficient length longitudinally of the car so that
the forward movement of the trailer over the front sup
ports 42 will not disengage the rear supports '40‘ from the
in said copending application, the shipping yard facilities 76 rear end of the trailer. Thereupon, the ?fth wheel plate
3,096,736
6
of the tractor is lowered to permit the trailer body to rest
upon the front supports 42, and simultaneously, or sub
sequently, the air is let out of the air springs 48 in order
to have the rear support 40 support the load of the trailer
a pair of spaced apart containers 64 and 66;‘each of
which is provided with door means 68 at its rear
placed on ‘the ?oor of the car with the front and rear
hooks 95 at their corners for crane lift operations.
supports in their inoperative positions. In other words,
The fork lift truck 92 is preferably of the side moving
type (see FIGURES 15a and 15b) ‘and lifts the containers
end. The containers 64 and 66 each rest on a kingpin
latching device 70 that grasps the kingpin 72 of the con
body.
t-ainer and a pedestal structure 74 ?xed to the weather
shed structure 78 that is interposed between and ed
The lowering of the ?fth wheel plate of the tractor
closes the space separating the containers 64 and ‘66.
and the removal of air from the air spring system enables
The weather shed structure is formed with door means
the trailer chassis 44 after the release of suitable locking
80 at each side of the railroad car and an opening 82
mechanism, to be pulled out from beneath the container
46, and the truck and trailer may be driven off the car 10 facing each end of the railway car.
The king-pin latching devices 70* and the weather shed
and used for other service.
structure to ‘which the pedestal structure 74 may be ?xed;
The container 46 is provided with a kingpin 53 that is
are bolted to the railway car 62 so that they may be
properly located with respect to the ?fth wheel stand 36
removed when it is desired to use the car 62 as a ?-atcar.
on the railway car, and the latter is raised into engagement
with the kingpin and beyond, so that the front end of the 15 The containers 64 and 66 may be brought to the yard
facilities of the railroad, which :are diagrammatically
trailer body is then supported on the ?fth wheel stand 36
illustrated in FIGURE 15, and deposited on container
rather than upon the front supports 42.
rests 84 and 86. Container rests 84 are spaced apait
For unloading, a reverse sequence of steps is followed.
pillars or stanchions of the type described in said co;
Some railroads, because of their established practices
pending application ‘and are ‘adapted to receive a con2
and facilities, may prefer to employ lift truck side loading
tainer 64 when vertically separated from a chassis in
of the containers rather than end loading, and the system
the ‘manner described in said copending application.
of said copending ‘application adapts itself to this type
Container rests 86 may merely com-prise spaced rail
of loading.
way ties 00 or similar structures positioned on the
In the ?rst place, a railway car 30 equipped with front
and rear supports 42 and 40, or even with intermediate 25 ground, onto which the container is lifted by an appro-'
priate form of fork lift truck 92. The illustrated con
supports 52 (see FIGURE 2), may be used with con
tainers may be formed with perforations or slots 94 to
ventional containers that may be transferred to the rail
receive the forks of the container where the container
way car from a highway vehicle by lift trucks, such as indi
design requires this; they may also be provided with lift
cated at 54 in FIGURE 3, with the containers being
equipping a railway car with the devices which We employ
for end loading of semi-trailer and pick-up truck loads
will not interfere in any way with presently used con
tainer systems.
In addition, the freight containers which we employ
may be provided with slots 55 (see FIGURES 5 and 6)
from the rests 84 or 86 and moves them into engagement
with the railway car in the manner illustrated in FIG;
URE 13. The truck 92 thus brings the containers up‘
to the side of the railway car and over the kingpin latch;
ing device 70 and the pedestal structure 74; the truck
then =lowers the container body sufficiently so that its
kingpin 72 will ‘be ‘aligned with the latching mechanism‘
to receive the fork 56 of the lift truck, and these specially
adapted freight containers 57 may then be lifted onto the
front, intermediate, and rear supports, and carried in 40 of device 70. The sidewise movement of the fork lift
truck 92 is then actuated to bring the ‘kingpin 72 into
transit on these supports in the manner previously de
engagement with the latching mechanism of the device
scribed.
70 and to draw the rear end of the container into the
The adjacent ends of the containers 57 are then secured
opening of weather shed structure 78 to substantially
together on each side thereof by a plate 58, or similar
connecting member, whereupon the ?fth wheel stand 36 45 the positions suggested by FIGURES 20 and 21. The
guide members or brackets 51 ‘are also positioned under
is raised to engage the kingpin provided on the front
lugs or blocks 49 ?xed to the shed 78 to hold the con=
container 57, so that the cushioning mechanism in the
stand 36 provides the required cushioning against buff
tainer against vertical displacement. Both the containers‘
64 and 66 may be loaded in this manner either when‘
57 ride on the intermediate supports 52 and the rear of the 50 fully loaded or empty.
and draft forces while the adjacent ends of the containers
rear container 57 rides on the rear supports 40.
Of
course, the cushioning mechanism may be provided in the
rear supports, in which case the ?fth wheel stand, some
part thereof, or the kingpin itself, would be mounted in
The container bodies may also be loaded when resting
on the railway car in the manner suggested in FIGURE‘
14 wherein conventional removable ramps 100 are shown"
positioned between loading dock 102 and the‘ car 62' as»
55 well as several boxcars 104 on adjacent track; The
slots for full fore and aft movement.
worker with a loaded‘ conventional hand truck 106 may‘
The crane method of handling containers in accordance
push the material being loaded onto‘ the bed5 of car 62
with the system of said copending application is illus
after which a man inside a container 66" may unload‘
trated in FIGURE 7. For such loading, the freight con
the
hand truck 106 and move the material to the rear‘
tainers 59 must be ‘built so that they will not collapse when
of the container in a conventional manner. The bed‘ 63"
lifted by a crane, such as that indicated at 61; and the
of car 62 is preferably of the same elevation’ as the' beds‘
freight container 59 is provided with lift hooks 65 at its
of standard boxcars 104 so that the hand truck 106 may
four corners. The freight container is lifted onto the
be pushed through the weather shed' structure ofcar 62
front and rear supports 42 and 40, respectively, and there
into and through the side doors of the boxcars 104.
after the ?fth wheel stand 36 is raised to provide the
Speci?c Description
desired fore and aft cushioning movement. The rear 65
end of the freight container 59 is provided with a suitable
The railway car 62 may be‘ ‘any conventionalty'pe‘
bracket, such as that shown in FIGURE 48 of the said
?atcar, but preferably is of the cushioned under-frame
copending application, to engage the underside of the
type. Preferably, bed 63' is formed to permit the forma‘-’
rear supports 40 and thereby lock the container against 70 tion of suitable holes for receiving bolts of the like‘ that
vertical movement.
are provided to detachably secure the components;: 70
Referring now to FIGURE 13, which illustrates freight
and 78 in place on the car.
'
containers comparable in design to those described im
The kingpin latching device 70 maybe any coiive‘ril‘
mediately above, my center load container car 60 in
tional ?fth wheel lower plate structure, and‘ i's'pre’fei‘ably
cludes a cushion underframe ?atcar 62 adapted to carry 75 secured in place by appropriate bolts 110 received in»
3,096,730
8.
7
‘appropriately positioned holes 112.
As indicated in
FIGURE 13, ‘several sets of holes 112 may be provided
for accommodating containers 64 and 66 of different
lengths.
The components of device 70 may be of any suitable
type, FIGURE 13a being provided merely for complete
ness of disclosure. In the showing of FIGURE 13a,
reference numeral 300 indicates a housing formed with
sealing engagement with post 140 of the container
structure.
_
.
The embodiment of FIGURE 21 may include a cargo
shield 137 that is hinged to post 114 as at 139 to protect
freight carried in the weather shed structure from being
damaged during transit by the protruding hinges 134.
The shield 137 may be swung to the dashed line position
when the weather shed structure is being ‘loaded or
unloaded.
The weather shed 78 is preferably provided with a roller
notched wheel 304, which is mounted for rotation about 10
the customary kingpin guiding notch 302 and carrying
door 144 on each side thereof which may be of any con
center 306 and is formed with a slot 308 proportioned to
ventional design and which slides in suitable channels 146
receive a slide pin 310 pivotally attached to handle 312
?xed to the posts 114 on each side of the doorways of the
as ‘at 313, handle 312 being pivoted to housing 302 as at
shed. The individual doors 144 are preferably biased in
314. When the kingpin latch device is to be used, the
wheel 304 is positioned so that the container kingpin 15 a conventional manner to roll up in compartments 148
formed in the roof structure 116 when access to the shed
will be received in its notch 316, further movement of
'78 is ‘desired. The doors 144 when closed preferably ex
the container toward the rear of the device 70 turning
tend all the way down to the bed 63 and are locked in
the wheel 304 to its locking position whereupon pin 310
place in any suitable manner, the arrangement of FIGURE
may be inserted in wheel slot 308 to hold the kingpin
against withdraw-a1. When release is desired, handle 312 20 20 being provided only for completeness of disclosure. As
shown in FIGURE 20, the ?oor engaging end of the door
is pivoted in the direction of the arrow of FIGURE 13::
144 may carry a perforated lug 330, the perforation of
to withdraw pin 310 from wheel slot 308, and truck 92
which is aligned with the perforation of lug 332 carried
may be actuated to withdraw the kingpin from the latch
by the adjacent channel 146, when the door 144 is in its
ing device 70. Handle 312 may be secured against
pivotal movement in any suitable manner, as by tension 25 lowermost position to receive the longer length 333 of
angle shaped pin 334. The shorter length 336 may be
spring 317 or equivalent structures or by a positive latch.
swung up into engagement with resilient arm 338, ?xed,
A suitable latch may also be employed to hold the handle
for instance, to the post 114 in any suitable manner, to
312 in the unlocked position. In the speci?c showing
hold the pin 334 in place during transit. When pin 334
of FIGURE 13a, slide pin 310 is guided in its movement
by being received through a guiding perforation 319 30 is removed, the springs acting on doors 144 will raise it in
the conventional manner. The latching ‘arrangement on
formed in housing 300.
the other side of the door is the same so speci?c illustra
The weather shed structure 78 in the embodiment of
tion thereof is believed unnecessary.
FIGURE 13 comprises four posts 114 joined together
FIGURE 17 illustrates the modi?ed shed 150‘, that is
‘at the top of the shed by the roof structure 116 and across
the bed of the ?atcar by suitable beams 118. The ped 35 generally similar to shed 7-8, which is provided with a
?oor 152 ?xed in any suitable manner between beams 118.
estal structures 74 may be ?xed in any suitable manner
The floor 152 is made level with the floors of containers
to the respective beams 118, as may lugs or blocks 49.
64 and 66, and a ramp 154 of any suitable design is pivoted
Each post 114 has secured rat the lower end thereof
as by hinges 156 at the bottom of each doorway so that
in any suitable manner, ‘as for instance by welding, a
bracket 120 (see FIGURES 20 and 21) formed with 40 hand trucks and the like may be pushed up into the shed.
In the speci?c embodiment of FIGURE 17, the ramps
appropriate bolt holes to receive bolts 122 that are
154 are respectively hinged adjacent the floor level of
received in appropriate holes formed in the bed 63 of
the shed in the manner diagrammatically illustrated in
car 62. Each post 114 is provided with a resilient tubular
FIGURE 19 on top‘ of beam 157 that is fixed across the
weather seal 124 secured thereto in any suitable manner,
the weather ‘seals on each side of the respective openings 45 lower portion of the doorwaygof shed 150 in which roller
door v144a operated. The roller door 144a has a sealing
80 being positioned to receive either a corner 126 of the
element 160 secured to the lower end thereof which en
container or ‘a corner 128 of the container door structure
gages over the end 162 of the ramp in the manner sug
(compare FIGURES 20 ‘and 21). Suitable seals of a
gested by FIGURE 19. The ramp and door 144a may be
similar type may be applied to the beams 118 and the
roof structure 116, where indicated at 125 in FIGURE 17. 50 locked in any suitable manner in the positions shown in
FIGURE 17 to close off the weather shed 50, latching
The weather shed structure 78 of FIGURE 13 is pref
components ‘330, 332 and 338 on each side of the door
era'bly ?oorless so that the car bed 63 in the area of the
being illustrated as attached to the element 160 and the
weather shed is exposed and may be used in the manner
channel member 1146‘, respectively, and pin 334 being
indicated in FIGURE 14.
The containers ‘64 and 66 may be formed in a conven 55 swung downwardly into locking position (see FIGURE
19) instead of upwardly, as in the showing of FIGURE 20.
tional manner though preferably they are made adaptable
for use in the system described in said copending ‘applica
tion and include the structural features suggested by FIG
URE 12. Preferably, the containers include the king-pin
Roller door 144a may include sealing element 161 which
slides in channel 146 of post 114 in the embodiment of
FIGURE 17 (see FIGURE 18).
As indicated in FIGURES 20 and :21, the posts 114
are each preferably provided with wood strips 165 secured
indicated in FIGURE 13.
thereto where indicated to serve as nailing strips to permit
Door means ‘68 of the containers may be of the type
the open ends of the weather shed to be closed with ply
suggested in FIGURES 20 and 21; FIGURE 20 illustrates
wood nailed to these strips where it is known that one of
a conventional hinge structure 130 supporting a door 132,
which moves between the closed and opened positions 65 the containers is to be dropped off of the car at some
intermediate point along the route that the car is to take.
indicated in FIGURE 20. In this embodiment of the in
Thus, either one or both sides of the shed structure may
vention, the container must be positioned Well within
be sealed off ‘from the containers where it is known that
the openings 80 so that the doors 1132 will clear the posts
one or both of the containers are to be removed prior
114 when they are swung to the open position.
70 to tllfle time that access is required to the shed structure
72 at their ‘front ends and are of the rear loading type as 60
In the showing of FIGURE 21, the hinges 134 comprise
a special leaf 136 that is formed as indicated in the draw
itse- .
Fork lift truck 92 may be of any type that accomplishes
ing to accommodate the post 114. The spacing of posts
the objects of the invention, FIGURES 15a and 15b being
114 will depend on which type of hinge is used. The doors
provided only for completeness of disclosure. The truck
132 may be provided with a conventional seal 138 ‘for 75 92 is shown as carrying at its front end a pair of spaced
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time. By using the center load container car of this in
opposed channels 350 in which rides a beam 352 that
carries the fork members Y354 and is raised and lowered
vention for cars A, B and C, the following can be ac
by hydraulic mechanism 356. The fork members 354
complished:
are fixed to separate member 358 which is slidably
mounted on s'lide structure 359‘ of beam 352 in the man
A lift truck of the type herein disclosed can take 01f the
Denver container from car A, put it on container rests
ner suggested by FIGURE 15b, member 358‘ being moved
longitudinally of beam 352 by hydraulic mechanism 360.
84 or 86, pick up another Los Angeles container and
place it on car A in place of the Denver container, so
that car A is now complete for shipment to Los Angeles.
Mechanisms 356 and 360‘ may be actuated in any suitable
manner to provide the fork lifting and sidewise movement
desired.
FIGURE 22 illustrates the relationship between the side
con?guration of car 62 with regard to the AAR standard
clearance line for railroad cars of the type illustrated. It
will be seen that the improved railway car adequately con
forms to this AAR standard; it may be mentioned, how
ever, that the shed structures for longer cars should be
correspondingly narrower.
At the last minute, the weather shed area of car A can
be loaded with additional 1.c.l. ‘freight for shipment either
to Los Angeles or to intermediate points. This is a very
convenient way to get l.c.l. shipments to intermediate
points, because the seals on the containers themselves
do not have to be broken; and by keeping the two main
Los Angeles containers intact for the entire distance, there
is no danger of any of that load being dropped olf at
the wrong point, nor is there any danger of pilferage.
Studies have shown that the optimum arrangement for
As for car B, the container which has the Fort Wayne
railway cars of the type shown in FIGURE 13 contem
shipments may be taken off by lift truck or crane and
plates the use of two 24 foot containers on a 60 foot 20 placed on a highway chassis 44 for highway travel, or
?atcar. The shed structure measures approximately 10
for piggyback transfer on another railway car. The Fort
feet in length and width and the containers are approxi
Wayne container originally on car B is then replaced by
mately 8 feet Wide. The approximate cost per cubic foot
another container which has been loaded with Dallas
of storage space of providing our improved equipment in
freight at the Chicago terminal, or delivered there already
these dimensions is roughly ?ve dollars.
25 loaded with Dallas freight, and, of course, it is possible
Other arrangements that merit consideration are two
that this container will also contain shipments to inter
32 foot containers on a 75 foot ?atcar and two 35 foot
mediate points. In any event, the original Dallas con
containers on an 80 foot ?atcar, with 10 foot shed struc
tainer coming from New York does not have to be opened
tures between the two.
and may be delivered with seal intact to Dallas.
As for car C, which is made up of shipments to within
Utility and Advantages of Invention
a IZOD-mile radius of Chicago, it could be moved to a
In order to properly understand the utility of the present
freight forwarding house, for instance, of the type shown
invention, it is necessary to appreciate some of the prob
in FIGURE 16, where the car can be unloaded in the
lems which arise in railway freight handling. It is easy
same manner as any conventional boxcar, with the freight
enough to ship freight in carload lots from any one rail 35 being separated in the forwarding house to the various
terminal to another, and, particularly, when done by using
destinations for pickup by truckers in the conventional
the transportation system and apparatus disclosed in said
manner, and then again car C can be reloaded in the for
copending application, but problems do arise with less
warding house as any boxcar would be reloaded.
than carload lot (l.c.l.) shipments.
The above merely illustrates some of the versatility of
The difficulty arises from the fact that portions of the 40 the center load container car disclosed in this application
carload in moving from, say, New York to Chicago, may
and its adaptability to present freight handling methods
have to be dropped off at intermediate points and other
and equipment.
freight picked up at these intermediate points; or, even
It should be apparent that one of the great economies
if the entire carload goes to Chicago, it may be necessary
of my system herein described is that it contemplates the
to transfer at Chicago, at least portions of the freight 45 use of containers having end doors. This makes the im
from the car to other freight conveyances, such as another
railway car or a motor truck. Obviously, this complex
proved system fully compatible with trucking operations
handling of freight in conventional boxcars is time-con
rear end thereof.
since trailers are customarily loaded through doors at the
The rear end doors of the illustrated
suming and costly.
containers with their wide access are utilized in the load
In the present invention, the problem is greatly simpli 50 ing of the containers while they are on the improved
?ed by‘ raving the two l.c.l. containers removably mounted
center load container car, with the consequent ease of
maneuver-ability, etc. Furthermore, the use of end doors
and containers of the type illustrated eliminates the heavy
reinforcement
required in containers where side doors
the center weather shed area being used for l.c.l. ship 55 are used; side doors if employed in such containers would
ments to and from intermediate points.
be located at the point where the lift truck must lift the
To illustrate, let us assume that a train comes into
container which means that the container structure must
Chicago from New York with cars A, B and C of the type
be suitably reinforced to make up for the design weak
embodying the principles of my present invention. Car
nesses implicit in the side door construction. Side doors
60
A has a container loaded with freight for Denver and a
are therefore kept to a minimum in size with consequent
container loaded with freight for Los Angeles, car B has
limited access to the container; all this is eliminated in
a container loaded with freight for Dallas and the other
practicing the principles of my invention.
container is loaded with shipments to the Fort Wayne,
Where conventional containers employing the side doors
Indiana area, and car C has the entire car made up of
are
used on standard ?atcars the ?oor level of the con
65
shipments to within a ZOO-mile radius of Chicago. When
tainers is necessarily nine to ?fteen inches above the level
these cars ‘get to Chicago, it is necessary to separate these
of the loading docks, which necessarily makes loading
by hand operated or lift trucks very di?‘icult. By con
various loads for transfer to their ultimate destinations,
either by further rail shipment, piggyback shipment, con
trast, the floor of the weather shed area of the preferred
tainer shipment, or truck delivery.
70 embodiment of my improved car is level with the loading
dock so that hand and lift trucks can be easily driven into
At the same time, in Chicago there are incoming loads
the Weather shed area and the loads transferred into con
of freight some of which maybe destined for Los Angeles,
tainers. It may be also pointed out that the use of side
Denver, Dallas, etc., and these various loads must be
doors alone on containers such as those shown in FIG
shifted around for the most economical transportation, the
least possible use of labor, and in the shortest period of 75 URE 13 would prohibit loading other cars on adjacent
on the ?atcar so that these containers may, if desired,
be handled as units, shifting them from one railway car
to another, or ‘for pickup by a motor truck vehicle with
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12
track through the container car as suggested by the
showing of FIGURE ‘14.
Where the embodiment of FIGURE 14 is employed,
the loading of, for instance, boxcars on adjacent track,
ing dock may be employed to hold containers 64 and 66'
for loading and unloading freight through the freight for
warding house. As indicated in FIGURE \16, the brack
can all be done on a level run.
A further understanding of the utility of my present
invention can be obtained from a consideration of FIG
ets of the respective sets of the container rests 84 may be
lifted to inoperative position to accommodate conven
tional trailers 210 where this is desirable.
_
It will thus be seen that I have provided a container
system that takes care of freight shipments from the very
URE 16, which illustrates a freight forwarding house
practical standpoint of providing containers that may be
2% adapted for application of the principles of my in
vention. The freight forwarding house 200 may be ar 10 used both for highway and railway transportation; the
signi?cance of this lies in the fact that l.c.l. containers
ranged essentially in a conventional manner, and ordi
are conventionally moved as containers only on the
narily includes a loading dock 202 surrounding a central
order of 25 percent of the time they are in use, they being
area 264 into which several tracks 206 extend for the
kept on a ?atcar or the like and loaded or unloaded ‘as a
purpose of positioning the railroad cars generally indi
cated at 208 in readiness for loading and unloading. A 15 boxcar the rest of the time, or stand unused an appreciable
amount. Moreover, my containers greatly facilitate the
conveyor of a conventional type (not shown) ordinarily
handling of l.c.l. shipments regardless of the use to which
operates around the area 204 to carry shipments about
the container is put.
the freight house, and workmen standing adjacent the re
spective cars take the shipments oif the conveyor that are
to go into a particular car.
Each car is assigned a par
ticular destination and the goods on the conveyor might
come from one of the other cars which has been moved
into the area 204 loaded or it might come from a plurality
of trailers r210‘ parked adjacent the dock 202. ‘It is as
It will also "be seen that the addition of the weather
shed structure to my improved container car provides a
freight handling system that is especially adapted for ac
commodating relatively small loads. Furthermore, small
er loads may be expedited from the standpoint of time
since the shed structure of an individual car can be ?lled at
sumed that the trailers 210 bring shipments to the freight 25 the last minute with a rush shipment where it is desired
house 200 from the surrounding area that are to be loaded
to have the shipment go out at an early pull.
.into cars 208 for shipment to distant points. Trailers
21% may also pick up shipments that are brought into
the ‘forwarding house by cars 20%.
The trailers 210 are assumed to be of the conventional 30
semi-trailer type, one trailer 2110 being shown in the
over, small shipments to intermediate points along the
process of moving into unloading position under the
guidance of a conventional truck tractor 212.
More
route that car 62 is to take may be carried in the weather
shed area and unloaded at such intermediate points with
out having to break the seal on the containers themselves.
Further Applications of Invention
My invention is capable of application to a wide range
of activities in the railroad industry and is not limited
In accordance with my invention, the freight forward
ing house 200 may be provided with a gantry crane 214, 35 to the speci?c freight handling functions shown in the
drawings. For instance, one type of railroad car in ac
including bridge 216 riding on rails 218, said bridge
cordance with my invention is one similar to mail car
carrying a suitable hoist mounted on a trolley 220 that
66a of FIGURE 23 and employing containers 64a and
moves back and forth on suitable rails carried by the
66a together with shed 78a, wherein the containers are
bridge 216. The crane 214 may be employed to facili
tate handling the improved center load container cars 40 arranged to handle mail while the shed structure houses
the lavatory, heating and air conditioning facilities of the
indicated at 62 that are positioned in the area 264, as by
car; in such an arrangement, the shed structure is closed
lifting the individual containers 164 or 66 to other cars
in at the sides of the car except for conventional swinging
62 and thereby avoiding the necessity of having to unload
access doors '400 and any window structures 402 that
and re-load the special containers in order to have the
may be necessary. The containers 64a and 66a include
goods being shipped on a correct railroad car.
As indicated at the upper portion of FIGURE 16,
an interchange track 230 is positioned adjacent yard area
232 whch is provided with a suitable number of container
rest devices 84. The rest devices 84 are essentially the
suitable end doors, for instance, of the overhead type,
and are adapted for transportation on a chassis 44 in the
same manner that containers 64 and 66 are.
In a second type of arrangement, structures similar to
same as shown in FIGURE 15 and form a part of the 50 car ‘606, containers 646 and 666 and shed 786 of FIG
system described in said copending application. In ad
dition, an appropriate number of the container rest de
vices '84 may ‘be applied along one side of the loading
URE 24 are employed, with the containers being suitably
insulated to serve as containers for perishable goods and
the shed structure carrying the necessary refrigerating
equipment, for instance, in space 410 of the weather shed
dock 202 as indicated in FIGURE 16.
Railroad cars ‘62 of the improved type are backed into 55 structure, it likewise being appropriately insulated and
track 230 of approximately the position shown in FIG
URE 16. The fork lift truck 92‘ moves the containers
66 and 64 between the respective railroad cars and sets
of container rests 84. The cars 62 when brought ‘onto
the track 230 may all carry containers arriving at the
freight ‘forwarding house for distributing the freight
therein to the neighboring locality.
Such containers will
closed off to facilitate refrigeration. Suitable insulated
swinging doors 412 may be employed at the sides of the
weather shed structure 786.
In yet a further type of arrangement, structures simi
lar to car 602, containers 642 and 662, and shed 782 of
FIGURE 26 are employed with the containers being ar
ranged and furnished to accommodate passengers, and the
shed 782 housing lavatory, heating and air conditioning
be removed from the cars and placed on the respective
sets of container rests 84 that are disposed along the
facilities as vwell as providing suitable access doors 416 on
track 2130. These containers would then be positioned 65 both sides of the car in place of rolling doors 144 for
to receive a chassis 44 of the type described in said co
entering and leaving the car. Containers 642 and 662
pending application, as diagrammatically indicated at 234,
are adapted for removal, ‘in the manner described above,
and the individual containers when once applied to such
to bus chassis 418 for highway use, passengers then enter
chassis would then be moved to their ?nal destination.
ing and leaving the containers through doors 420‘ and
Containers 64 and ‘66 that have been loaded in the 70 422 of the bus cab. The containers 642 and 662 may be
neighboring locality may be brought to the container
made fast to the car bed 622 or the bus chassis 418 in the
rest devices 84 [for application to cars 62 by the truck
same manner as described above, or in any other suitable
92 without having to move the shipment contained by the
manner, perforations 94 adapting the containers for co
particular container through the freight forwarding house.
operation with a ‘fork lift truck 92.
The container rests 84 along the side 236 of the load
In all three types of arrangements mentioned immedi~
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