Particular embodiments relate generally to railcars, and more particularly to extensions for increasing the structure width of railcars, such as flatcars, spine cars, autorack cars, etc.
Typical railcars generally have a fixed width along their length. Railcar width is constrained by American Association of Railroads (AAR) regulations. For example, the AAR regulations include clearance diagrams that specify maximum width and maximum height of a railcar at the center of the railcar and other locations along the length of the railcar.
Because of the AAR clearance limitations, designers often increase the cargo-carrying capacity of a railway car by increasing the length of the railway car. Unfortunately, as the length of a railway car increases, the width allowed by the AAR clearance limitations decrease to account for the travel of a railway car around a curve. While traveling around a curve, a portion of a railway car may extend outside a clearance plane specified by AAR limitations, which is not acceptable. Therefore, a stricter width clearance limitation is applied to longer railcars to prevent, for example, the railcar from contacting a structure adjacent the railroad.
Thus, the AAR clearance limitations generally limit the width-to-length ratio for constructing a railcar, which restricts the cargo-carrying capability of a railcar. The amount of cargo a railcar may carry is important because it directly impacts the profitability of a railway carrier. Thus, maximizing railcar cargo carrying capacity while staying within AAR clearance limitations is desirable.
According to some embodiments, a railcar extension adapted to extend the width of a railcar comprises a top portion comprising a plate for attaching to a top horizontal surface of a railcar support and a first side portion loosely coupled to the top portion. The first side portion comprises two parallel transverse walls connected by a longitudinal wall forming an open chamber between the walls. The two transverse walls and the longitudinal wall extend perpendicular from the top portion and the two transverse walls are for attaching to a non-horizontal surface of the railcar support. The railcar extension further comprises a second side portion loosely coupled within the open chamber of the first side portion. The second side portion comprises two parallel transverse walls connected by a longitudinal wall. The two transverse walls and the longitudinal wall extend at a downward angle from the first side portion and the two transverse walls are for attaching to the non-horizontal surface of the railcar support. The second side portion pivots within the open chamber of the first side portion to conform to the non-horizontal surface of the railcar support. The railcar extension further comprises a bottom portion loosely coupled to the second side portion. The bottom portion comprises a plate for attaching to a bottom horizontal surface of the railcar support.
In particular embodiments, the railcar support comprises a side sill, the top portion is for attaching to a top of the side sill, the first side portion and the second side portion are for attaching to a side of the side sill, and the bottom portion is for attaching to a bottom of the side sill. The railcar extension top portion may couple to a post pad on the side sill.
In particular embodiments, the railcar support comprises a spine car cross member support, the top portion is for attaching to a top end of the cross member support, the first side portion and the second side portion are for attaching to an end of the cross member support, and the bottom portion is for attaching to a bottom end of the cross member support.
In particular embodiments, the depth of the railcar extension is based on a longitudinal position of the railcar extension on the railcar and the American Association of Railroads (AAR) clearance envelope at the longitudinal position on the railcar.
In particular embodiments, the top portion and the first side portion are wider than the second side portion and the bottom portion. The second side portion and the bottom portion may be centered with respect to the top portion and the first side portion. The second side portion and the bottom portion may be offset with respect to the top portion and the first side portion to avoid obstructions on the railcar support.
According to some embodiments, a railcar comprises a plurality of railcar extensions. Each railcar extension of the plurality of railcar extensions comprises a top portion comprising a plate coupled to a top horizontal surface of a railcar support and a first side portion coupled to the top portion. The first side portion comprises two parallel transverse walls connected by a longitudinal wall forming an open chamber between the walls. The two transverse walls and the longitudinal wall extend perpendicular from the top portion and the two transverse walls are coupled to a non-horizontal surface of the railcar support. Each railcar extension further comprises a second side portion coupled to the first side portion. The second side portion comprising two parallel transverse walls connected by a longitudinal wall. The two transverse walls and the longitudinal wall extend at a downward angle from the first side portion and the two transverse walls are coupled to the non-horizontal surface of the railcar support. Each railcar extension further comprises a bottom portion coupled to the second side portion. The bottom portion comprises a plate coupled to a bottom horizontal surface of the railcar support.
In particular embodiments, the railcar support comprises a side sill, each top portion is coupled to a top of the side sill, each of the first side portions and the second side portions are coupled to a side of the side sill, and each of the bottom portions is coupled to a bottom of the side sill. Each railcar extension top portion may couple to a post pad on the side sill. The railcar may comprise an autorack railcar comprising a plurality of side posts, and each side post of the plurality of side posts may be coupled to a railcar extension of the plurality of railcar extensions.
In particular embodiments, the railcar comprises a flatcar, and each railcar extension of the plurality of railcar extensions supports an extended width floor.
In particular embodiments, the railcar support comprises a spine car cross member support, each of the top portions is coupled to a top end of the cross member support, each of the first side portions and the second side portions are coupled to an end of the cross member support, and each of the bottom portions is coupled to a bottom end of the cross member support.
In particular embodiments, the depth of each railcar extension of the plurality of railcar extensions is based on a longitudinal position of the railcar extension on the railcar and the American Association of Railroads (AAR) clearance envelope at the longitudinal position on the railcar.
In particular embodiments, the top portion and the first side portion are wider than the second side portion and the bottom portion. The second side portion and the bottom portion of at least one railcar extension may be offset with respect to the top portion and the first side portion to avoid obstructions on the railcar support.
According to some embodiments, a method for extending the width of a railcar comprises coupling a top portion of a railcar extension to a top horizontal surface of a railcar support and coupling a first side portion of the railcar extension to the top portion of the railcar extension. The first side portion comprises two parallel transverse walls connected by a longitudinal wall forming an open chamber between the walls. The two transverse walls and the longitudinal wall extend perpendicular from the top portion. The method further comprises coupling the two transverse walls of the first side portion to a non-horizontal surface of the railcar support and aligning a second side portion of the railcar extension to conform to the non-horizontal surface of the railcar support. The second side portion comprises two parallel transverse walls connected by a longitudinal wall. The two transverse walls and the longitudinal wall extend at a downward angle from the first side portion. The method further comprises: coupling the second side portion of the railcar extension to the first side portion; coupling the two transverse walls of the second side portion to the non-horizontal surface of the railcar support; and coupling a bottom portion of the railcar extension to the second side portion. The bottom portion comprises a plate. The method further comprising coupling the bottom portion to a bottom horizontal surface of the railcar support.
In particular embodiments, the method further comprises coupling a side post to the top portion of the railcar extension or coupling extended width flooring to the top portion of the railcar extension.
A more complete and thorough understanding of the particular embodiments and advantages thereof may be acquired by referring to the following description taken in conjunction with the accompanying drawings, in which like reference numbers indicate like features, and wherein:
Typical railcars generally have a fixed width along their length. American Association of Railroads (AAR) regulations include clearance diagrams that specify maximum width and maximum height of a railcar at the center of the railcar and other locations along the length of the railcar. Particular embodiments described herein take advantage of the variable width requirements by increasing existing railcar widths at particular locations to increase the railcar loading space.
In particular embodiments, one or more railcar extensions are coupled (e.g., bolted, welded, etc.) to an existing railcar structure varying the width of the railcar along its length. A railcar with the railcar extensions may use the full extents of the AAR clearances and curving restrictions, which maximizes the railcar cargo carrying capacity.
The railcar extensions may couple to various types of railcars, such as flatcars, spine cars, box cars, autorack cars, etc. For cars with side sills, such as flatcars, box cars, and autorack cars, the railcar extensions may be coupled to the side sills. For other cars, such as spine cars, the railcar extensions may be coupled to cross members.
A particular advantage of an increased width flatcar or spine car is that the increased surface area may be used to load additional cargo, or to provide additional room for loading personnel to load and access the cargo. Similarly, increased width for an autorack car provides greater clearances within the autorack car for personnel to load vehicles, access the vehicle (e.g., opening vehicle doors while loaded), and chock the vehicle wheels. The additional width may also be used as storage for loading securements, storage for lading, and/or storage for vehicles accessories (e.g., keys, batteries, lock boxes, etc.).
In general, increased railcar width may accommodate safer and easier: loading and unloading of lading, personnel access such as movement around lading or access to lading, and storage of securements and/or commodity accessories. In addition, the extra width may reduce lading damage (e.g., lading contacting sidewalls) during loading, securement, transportation, and unloading.
Particular embodiments are described more fully with reference to the accompanying drawings. Other embodiments, however, are contained within the scope of the subject matter disclosed herein. The disclosed subject matter should not be construed as limited to only the embodiments set forth herein; rather, these embodiments are provided by way of example to convey the scope of the subject matter to those skilled in the art.
One or more railcar extensions 12 are coupled (e.g., bolted, welded, etc.) to side sills 11 along the length of railcar 10. Railcar extension 12 extends the width of railcar 10 by providing support for a wider deck on a flat car for example, or support for side wall posts of an autorack car. The amount of extension each railcar extensions provides may vary. For example, wider railcar extensions may be used near the ends of railcar 10 and narrower railcar extensions may be used near the center of railcar 10.
The particular width of any railcar extension 12 along the length of railcar 10 may be determined by the AAR clearance envelope. Examples are illustrated in
The top portion comprises a plate for attaching to a top horizontal surface of a railcar support. For example, top portion 22 couples to the top of the side sill and provides support for extended width decking or side wall support posts.
The first side portion is loosely coupled to the top portion. The first side portion comprises two parallel transverse walls connected by a longitudinal wall forming an open chamber between the walls. The two transverse walls and the longitudinal wall extend perpendicular from the top portion and the two transverse walls are for attaching to a non-horizontal surface of the railcar support. For example, first side portion 24 is loosely coupled to top portion 22.
The second side portion is loosely coupled within the open chamber of the first side portion. The second side portion comprises two parallel transverse walls connected by a longitudinal wall. The two transverse walls and the longitudinal wall extend at a downward angle from the first side portion and the two transverse walls are for attaching to the non-horizontal surface of the railcar support. The second side portion pivots within the open chamber of the first side portion to conform to the non-horizontal surface of the railcar support. For example, second side portion 26 is loosely coupled to first side portion 24.
The bottom portion is loosely coupled to the second side portion. The bottom portion comprises a plate for attaching to a bottom horizontal surface of the railcar support. For example, bottom portion 28 couples to second side portion 26.
The amount of extension provided by railcar extension 12 is determined at least in part by the width of top portion 22 and possibly bottom portion 28. The amount of extension may be based on the AAR clearance envelope described above. The heights of first side portion 24 and second side portion 26 depend at least in part on the height of the side sill.
Side sills of railcars from different manufactures, or side sills for different types of railcars from the same manufacturer, may vary in dimension. Furthermore, the various forces and stresses applied to a railcar during transportation may introduce minor deviations between a side sill of one railcar and a side sill of another railcar. In particular embodiments, railcar extension 12 may accommodate the side sill variations.
In particular embodiments, top portion 22, first side portion 24, second side portion 26, and bottom portion 28 may comprise slip-fit components. For example, the component may be loosely coupled (permitting movement of one component with respect to another) or not coupled at all. The slip-fit components permit slip-fit assembly where the coupling points of railcar extension 12 may be adjusted (e.g., angles of attachment, width and height between components, etc.) to a particular side sill before attached to the side sill. For example, the angle between first side portion 24 and second side portion 26 may be adjusted to match an existing side sill. Accordingly, railcar extension 12 may be quickly and easily attached to a variety of side sills, which is an advantage when retrofitting existing railcars.
Although particular advantages of railcar extension 12 are described above with respect to a side sill, similar advantages exist for railcar extension 12 coupled to a cross member support of a spine car where various cross members may vary in dimension or orientation. An example of another railcar extension 12 is illustrated in
For example, in
For example, in
The method begins at step 1312, where a technician couples a top portion of a railcar extension to a top horizontal surface of a railcar support. For example, railcar extension top portion 22 may be coupled to the top of a side sill or cross member support of railcar 10. The railcar may comprise a flatcar, spine car, box car, autorack car, etc.
At step 1314, the technician couples a first side portion of the railcar extension to the top portion of the railcar extension. The first side portion comprises two parallel transverse walls connected by a longitudinal wall forming an open chamber between the walls. The two transverse walls and the longitudinal wall extend perpendicular from the top portion. For example, railcar extension first side portion 24 may be coupled to railcar extension top portion 22.
At step 1316, the technician couples the two transverse walls of the first side portion to a non-horizontal surface of the railcar support. For example, railcar extension first side portion 24 may be coupled to the side of a side sill or cross member support of railcar 10.
At step 1318, the technician aligns a second side portion of the railcar extension to conform to the non-horizontal surface of the railcar support. The second side portion comprises two parallel transverse walls connected by a longitudinal wall. The two transverse walls and the longitudinal wall extend at a downward angle from the first side portion.
The non-horizontal surface of the railcar support refers to the vertical edge of the railcar support. However, the vertical edge of the railcar support (e.g., side sill) may be not be at ninety degrees to the horizontal edges (i.e., top and bottom) of the railcar support either by design or through fatigue. For this reason, the second side portion is loosely coupled to the first side portion and is thus able to be aligned with the side of the railcar support.
At step 1320, the technician couples the second side portion of the railcar extension to the first side portion, and at step 1322, the technician couples the two transverse walls of the second side portion to the non-horizontal surface of the railcar support. For example, second side portion 26 may be coupled to first side portion 24 and the side sill or cross member support of railcar 10.
At step 1324, the technician couples a bottom portion of the railcar extension to the second side portion. The bottom portion comprises a plate.
At step 1326, the technician couples the bottom portion to a bottom horizontal surface of the railcar support. For example, bottom portion 28 may be coupled to second side portion 26 and a bottom of the side sill or cross member support of railcar 10.
Modifications, additions, or omissions may be made to the method illustrated in
Although particular embodiments are illustrated in
Although particular embodiments and their advantages have been described in detail, it should be understood that various changes, substitutions and alternations can be made herein without departing from the scope of the embodiments.
This nonprovisional application is a U.S. National Stage Filing under 35 U.S.C. § 371 of International Patent Application Serial No. PCT/US2020/014,547 filed Jan. 22, 2020 and entitled “Railcar Extensions for Increased Structure Width” which claims priority to U.S. Provisional Patent Application No. 62/795,882 filed Jan. 23, 2019 both of which are hereby incorporated by reference in their entirety.
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PCT/US2020/014547 | 1/22/2020 | WO |
Publishing Document | Publishing Date | Country | Kind |
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WO2020/154361 | 7/30/2020 | WO | A |
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Number | Date | Country | |
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20220105967 A1 | Apr 2022 | US |
Number | Date | Country | |
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62795882 | Jan 2019 | US |