FIELD OF THE INVENTION
This invention relates to a load securement system, and more particularly to a system for modifying existing general purpose rail or box cars for use in carrying racks or bins of lading such as auto parts.
BACKGROUND OF THE INVENTION
General purpose box cars are well known in the art. The cars usually have bare walls with external supports or posts and bare floors. These cars are commonly equipped to carry boxed or commodity type lading. Some cars are equipped with floor anchors and wall anchors for use in holding or securing lading in position in the car so as to minimize movement or shifting during transit.
However, it is desirable for particular types of lading, such as racks or bins of auto parts and the like, to provide a system for converting the general purpose rail cars to the specific purpose.
It is also desirable that the conversion be easily removed when the conversion is no longer needed.
These and other objects of this invention shall become apparent from the following description and appended claims.
SUMMARY OF THE INVENTION
There is provided by this invention a system for use in general purpose rail cars for converting the cars to a specific use such as carrying racks of auto parts.
The system includes a reusable rub rail system for mounting to the car walls particularly the side walls. The rub rail reduces the interior dimensions of the car to fit the rack to be carried and provides a surface for the rack to engage during transit. An end cap provides a smooth transition from the original wall to the rail.
The system also includes a positioning pin insertable in an end wall of the car for locating the rails on the side wall.
A net for engaging the end face of the lading, and for the use of a conventional load snugger system for use with the rub rail is also provided. This load snugger system permits the selective placement of the load against or spaced from the endwall and/or in or spaced from the railcar doorway.
DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective and diagrammatic style view of a railroad car in which this invention is employed;
FIG. 2 is a diagrammatic and perspective style view of a portion of a railcar of FIG. 1 showing load snuggers for engaging each end face of lading and which are anchored to the railcar sidewalls;
FIG. 2A is an enlarged view showing a pin connected to a load snugger strap;
FIG. 2B is an enlarged view showing a single wall anchor for cooperation with a pin connector to anchor the load snugger to a sidewall;
FIG. 2C is an enlarged and prospective style view of a fragment of a rub rail and a rub rail ramp;
FIG. 3 is a view similar to FIG. 1 showing a lading carrying bin positioned between and engaged by load snuggers as in FIG. 2;
FIG. 3A is an enlarged view similar to FIG. 2B showing a double style anchor;
FIG. 4 is an elevational like view showing a load snugger system, the restraining straps, and a ratched adjustment or tensioning mechanism therefor;
FIG. 5A is a frontal view of a restraining strap as in FIG. 4;
FIG. 5B is a side view of the restraining strap as in FIG. 5A;
FIG. 6 is a perspective style view similar to FIG. 2, but showing the load snuggers oriented in the same direction, generally toward the center of the car;
FIG. 7 is a perspective style view of a fragment of a car sidewall and floor showing single and double anchors and their mounting systems;
FIG. 8 is a view of a sidewall of a railcar showing the anchor and rub rail system;
FIG. 8A is an enlarged view showing the pin alignment system for the rub rail;
FIG. 8B is an enlarged view showing the mounting of the rub rail to the side wall;
FIG. 8C is a view taken along line 8C-8C of 8B;
FIG. 9 shows a rub rail to be mounted to the car sidewall and the rub ramp for mounting to one end thereof;
FIG. 9A is an enlarged view of a rub rail ramp.
DESCRIPTION
Referring to FIG. 1, a railroad boxcar 5 generally is shown. The right rear quarter section 6 generally is shown, but it will be understood that the entire car is similarly constructed.
A boxcar sidewall 10 is shown. The wall defines an opening 10a and a wall portion 10b.
A plurality of centrally grooved rub rails such as 12 and 14 are mounted to the wall portion 10b. Each rub rail is elongated and extends from the door 10a to an end wall 15. The rails extend horizontally and are spaced from each other. It is understood that there are rails on both side walls of the car.
The end wall 15 includes a plurality of externally positioned reinforcing channels such as 20 and 22. Each rub rail such as 12 is mounted to the wall by a self taping screw such as 23 as seen in FIGS. 8B and 9, so as to be affixed to the wall and yet be removable. Each rub rail is generally aligned with a end wall reinforcing channel such as 20 and is positioned on the wall using a locator pin 24 seen in FIG. 8A. The pin extends into the end wall 15 and the space defined by the channel such as 20. By extending into the channel, the car interior is not exposed to the weather outside the car when the rub rail and pin are removed. In FIG. 8A, the pin is in the channel. It is seen that the pin 24 is both in the groove 12a in the rail 12 and in the end wall 15.
At the end of each rub rail, such as 12, adjacent the door opening 10a, there is provided an end cap or rub rail ramp such as 26 which is seen in FIGS. 1, 2 and 9A. The ramp 26 includes as sloped portion 26a and a rail engaging portion 26b that fits into the end of the rail. The ramp 26 provides a transition at the door opening 10a from the wall to the rails and thus aids in movement of the lading into the car.
Each of the rails such as 12 extend into the car about 2 inches and with rub rails or both sides of the car, its width is reduced about 4 inches.
Wall and floor anchors such as 28 and 30 and 32 and 34 are also provided, as seen in FIG. 7 and are arranged in vertical rows adjacent the end walls and adjacent the door openings 10a as seen in FIGS. such as 1, 2, 6 and 8. The wall anchor 28 receives a single restraining pin. The anchor 30 can receive two pins or is of the double pin type. The wall anchors 28 and 32 are provided for use with a web/strap or snugger-type restraining system of the type shown. The floor anchors are also provided. U.S. Pat. Nos. 6,494,651 and 6,585,466 relate to anchors and are incorporated herein by reference.
A net assembly 36, seen in FIG. 2 is provided for engaging the end face of a load and straps having pins such as 36a and 36b for engaging wall anchors. See also the net 35 and strap end 35a seen in FIGS. 2 and 2A.
In FIG. 3 an auto parts rack, such as 38, is positioned in a box car such as 10. It is seen that the rack extends between the end wall 15 and door opening 10a. It is to be noted that the rack 38 can be spaced from the endwall 15. A pair of lading restraining nets such as 37 and 39 are provided at each end of the rack and engage wall anchors such as 28 and 32. The sides of the rack engage the rails such as 12 and 14.
Thus, in transit the rack 38 is restrained by the netting such as 37 and 39 and can engage the rub rails such as 12.
At the destination, the rack can be unloaded and removed. The rub rails removed by unscrewing the self-tapping screws.
Referring to FIG. 4 an end face restraining or net systems such as 37 is shown. Each net such as 37 includes a plurality of straps such as 38 and 40. Each of the straps include an elongated latch portion such as 38a and a ratchet portion 38b. Each latch portion includes an elongated web such as 38c which has a wall mounting pin 38d at one end and a latch or tongue 38e at the other end. The ratchet portion 38b includes an elongated web 38f having a wall mounting pin 38g at one end and a ratchet assembly 38h at the other end. The ratchet strap portion 38b can be seen in greater detail in FIGS. 5A and 5B. In FIG. 4, the vertical elements such as 42, 46 and 48 are provided and can define a corner protector.
It will also be noted that the net or cargo restraint systems such as 37 can be suspended or hung from the end wall 15 by elongated hangar straps such as 48 and 50 that are secured at one end to the net and have a hook such as 50a that can be inserted in an opening 52 in the end wall 15.
Referring to FIG. 6, it is seen that two cargo net restraint systems 60 and 62 are shown and each of them are positioned in the same direction. Thus, two dissimilar loads can be carried in one car.
Referring to FIGS. 2, 3 and 6, it is seen that the lading engaging nets such as 35 and 36 can be arranged in several orientations, which is usually dictated by the type of lading being shipped.
In FIG. 3, an auto parts rack 38 is positioned between the oppositely facing nets.
Numerous changes and modifications can be made to the embodiments disclosed herein without departing from the spirit and scope of this invention.
Patent Application
20050084358
