Note: Descriptions are shown in the official language in which they were submitted.
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CENTER BEAM CAR WITH DEEP UPPER BEAM STRUCTURE
FIELD OF THE INVENTION
This invention relates generally to center beam rail road cars, and, in
particular, to
center beam cars having a deepened upper beam structure.
BACKGROUND OF THE INVENTION
Center beam rail road cars have a pair of end structures mounted on railroad
car
trucks. A center sill extends the length of the car between the end
structures. A deck extends
laterally outward from the center sill above, and between, the end structures.
A pair of end
bulkheads stand at the ends of the car and extend transversely to the rolling
direction of the
car. A center beam structure, typically in the nature of a truss, stands
upright from the deck
and runs along the longitudinal centerline of the car between the end
bulkheads. The center
beam is a deep girder beam whose bottom flange is the center sill, and whose
top flange is
the top truss (or analogous structure) of the car. Typically, a web work
structure for carrying
vertical shear loads, such as an open framework of posts and diagonal braces,
extends
between the center sill and the top truss. An upper beam assembly, that is,
the upper or top
flange end of the center beam, is usually manufactured as a wide flange, or
flange-simulating
truss, both to co-operate with the center sill to resist vertical bending, and
also to resist
bending due to horizontal loading of the car while travelling on a curve.
Center beam cars
are commonly used to transport packaged bundles of lumber, although other
loads such as
pipe, steel, engineered wood products, or other goods can also be carried.
The space above the deck on each side of the center beam forms a bunk upon
which
bundles of wood can be loaded. The base of the bunk has risers that are
mounted to slant
inward, and the center beam itself is tapered from bottom to top, such that
when the bundles
are stacked, the overall stack leans inward toward the longitudinal centerline
of the car. The
load is most typically secured in place using straps or cables. The straps
extend from a winch
device at deck level, upward outside the bundles, to a top fitting. The top
fitting can be
located at one of several intermediate heights for partially loaded cars. Most
typically the
cars are fully loaded and the strap terminates at a fitting mounted to the
outboard portion of
the upper beam assembly. Inasmuch as the upper beam assembly is narrower than
the
bundles, when the strap is drawn taut by tightening the pawl, it binds on the
upper outer
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corner of the topmost bundle and exerts a force inwardly and downwardly,
tending thereby
to hold the stack in place tight against the web of the center beam.
Each bundle typically contains a number of pieces of lumber, commonly 2 x 4, 2
x 6,
2 x 8 or other standard size. The lengths of the bundles vary, typically
ranging from 8' to
24', in 2' increments. The most common bundle size is nominally 32 inches deep
by 49
inches wide, although 24 inch deep bundles are also used, and 16 inch deep
bundles can be
used, although these latter are generally less common. A 32 inch nominal
bundle may
contain stacks of 21 boards, each 1- 1/2 inch thick, making 31 - 1/2 inches,
and may include
a further 1- 1/2 inches of dunnage for a total of 33 inches. The bundles are
loaded such that
the longitudinal axes of the boards are parallel to the longitudinal, or
rolling, axis of the car
generally. The bundles are often wrapped in a plastic sheeting to provide some
protection
from rain and snow, and also to discourage embedment of abrasive materials
such as sand, in
the boards. The bundles are stacked on the car bunks with the dunnage located
between the
bundles such that a fork-lift can be used for loading and unloading.
It has been observed that when the straps are tightened, the innermost,
uppermost
boards of the topmost bundle bear the greatest portion of the lateral reaction
force against the
center beam due to the tension in the straps or cables. It has also been
observed that when
these bundles bear against the vertical posts of the center beam, the force is
borne over only
a small area. As the car travels it is subject to vibration and longitudinal
inertia loads.
Consequently the plastic sheeting may tend to be torn or damaged in the
vicinity of the
vertical posts, and the innermost, uppermost boards can be damaged.
The physical damage to these boards may tend to make them less readily
saleable.
Further, whether or not the boards are damaged, if the plastic is ripped,
moisture can collect
inside the sheeting. This may lead to the growth of molds, and may cause
discolouration of
the boards. In some markets the aesthetic appearance of the wood is critical
to its saleability,
and it would be advantageous to avoid this discolouration.
In part, the difficulty arises because the bearing area may be too small.
Further, the
join between the upstanding web portion of the center beam and the upper beam
assembly
can coincide with the height of the topmost boards. This join is not always
smooth. Further
still, when the posts are fabricated, the flanges of the posts may not stand
perfectly
perpendicular to the webs of the respective posts. That is, the post flanges
may not be co-
planar with the side webs, or legs, of the adjoining top chord, such that one
edge of the
flange may be twisted so that it bears harder against the bundles than
another.
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It is also desirable that the bundles stack squarely one upon another.
Although it is
possible to use wooden battens at the top end of the center beam, this will
tend to cause the
top bundle to sit outwardly of its neighbours. It has been observed that a
thin wooden batten,
of 3/4" thickness may tend to bow inwardly between adjacent posts, and may not
spread the
wear load as much as may be desired. A 1- 1/2 inch thick wooden batten may
have a
greater ability to resist this bowing effect. However, the space available for
employing a
batten may tend to be limited by the design envelope of the car. Inasmuch as
is
advantageous to load the car as fully as possible, and given that the design
of the car may
usually reflect a desire to maximize loading within the permissible
operational envelope
according to the applicable AAR standard, the use of a relatively thick wooden
batten may
tend to push the outside edge of the top bundle outside the permissible
operational envelope.
Wooden battens may also be prone to rotting if subject to excessive exposure
to moisture, or
may be consumable wear items that may require relatively frequent periodic
replacement.
It would be desirable to have an upper beam assembly that is integrated into
the
structure, that is formed to spread the bearing load across a larger area,
that would tend to
resist the bowing phenomenon, that would tend not to require frequent
replacement, and
that would tend not to be prone to rotting.
SUMMARY OF THE INVENTION
In an aspect of the invention there is a center beam rail road car having a
longitudinal
centerline. The railroad car is supported by rail car trucks at either end
thereof. The rail
road car comprises a cargo support structure borne by the trucks, upon which
lading can be
carried. A web work assembly includes an array of posts mounted along the
longitudinal
centerline of the rail road car. The array extends upwardly of the cargo
support structure.
The web work assembly has a lower region adjacent the cargo support structure
and an
upper region distant from the cargo support structure. The upper region of the
web work
assembly has at least one longitudinally extending structural member mounted
thereto. The
longitudinally extending structural member has a longitudinally extending face
against
which loads placed laterally outward thereof can bear. A longitudinally
extending lateral
reinforcement member is mounted laterally inward of the longitudinally
extending structural
member to discourage lateral deflection of the longitudinally extending
structural member
under loads bearing against the longitudinally extending face.
In an additional feature of that aspect of the invention, the longitudinally
extending
structural member and the reinforcement member are portions of a top chord
member.
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In another feature, a load limit height is measured upwardly of the cargo
support
structure, and the face extends from a first height that is at least as high
as the load limit
height to a second height that is lower than the load limit height. In another
additional
feature, the face extends between a first height and a second height relative
to top of rail, and
the distance between the first and second heights is at least 6 inches.
In still another additional feature of that aspect of the invention, the cargo
support
structure includes decking having a first end, a second end, and first and
second bulkheads
mounted transversely to the centerline at the first and second ends
respectively. The decking
has a width, and the cargo support structure has a length measured between the
bulkheads.
The cargo support structure has a ratio of the length to the width of at least
8:1. In a further
additional feature of that aspect of the invention, the ratio is between 8:1
and 9:1.
In an additional feature, the trucks have truck centers spaced apart by a
longitudinal
truck center distance. The array of posts includes at least two vertical posts
mounted at
longitudinal stations lying between one of the truck centers and one of the
transverse
bulkheads mounted nearest thereto. In a still further additional feature, the
web work
includes a diagonal brace mounted between the one truck center and the
transverse bulkhead
nearest thereto.
In yet another additional feature, the trucks each have a truck center. The
cargo
support structure includes decking having a first end, a second end, and first
and second
bulkheads mounted transversely to the centerline at the first and second ends
respectively.
Each of the transverse bulkheads are spaced longitudinally outboard of one of
the truck
centers a distance greater than 8 ft. The structural member extends between
the transverse
bulkheads.
In still another additional feature of that aspect of the invention, the
center beam car
has a pair of longitudinally extending faces. One of the faces is located to
engage loads
placed laterally to one side of the web work assembly. The other of the faces
is located to
engage loads placed laterally to the other side of the web work assembly. In
yet another
additional feature, the reinforcement is a web extending between the pair of
faces.
In another aspect of the invention there is a center beam rail road car having
a
longitudinal centerline. The center beam rail road car is supported by rail
car trucks at either
end thereof. The center beam rail road car comprises a center sill extending
between the
trucks and a decking structure extending laterally of the center sill, upon
which loads can be
placed. First and second bulkheads mount transversely relative to the
centerline at opposite
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ends of the decking structure. An open web work structure extends upwardly
from the
center sill. An upper beam member runs between the bulkheads. The upper beam
member
is mounted upon the open web work structure upwardly of, and extending
parallel to, the
center sill. The upper beam member has a pair of laterally spaced apart,
outwardly facing
surfaces against which cargo placed laterally outboard thereof can bear. The
upper beam
member has a longitudinally extending reinforcement member mounted laterally
inwardly
relative to the outwardly facing surfaces.
In an additional feature of that aspect of the invention, the surfaces and the
open web
work structure have slope continuity. In another additional feature, the web
work structure
has a taper from bottom to top. The surfaces are angled to match the taper of
the web work
structure. In still another additional feature, the rail road car conforms to
a profile having an
AAR plate C limit. The car has a load limit height and a perpendicular
distance can be
measured from any point on either of the facing surfaces lying below the load
limit height, to
the plate C limit, and the distance so measured is at least as great as 49
inches. In yet
another additional feature, the open web work structure includes an array of
upright posts
spaced along the longitudinal centerline and diagonal bracing therefor. The
posts have
notched upper ends. The upper beam member includes a longitudinally extending
top chord
member formed to seat in the notched upper ends of the posts.
In still yet another additional feature of that aspect of the invention, the
top chord
member includes a U-shaped pressing. The outwardly facing surfaces are formed
integrally
therewith. In a further additional feature, the U-shaped pressing has a back
and the
outwardly facing surfaces each have an inwardly stepped shoulder extending
therealong
formed to seat in the notches of the posts. In yet an alternative additional
feature of that
aspect of the invention, the longitudinally extending top chord member is a
channel having a
back and legs. The back is of a width to seat in the notches of the posts. In
another
additional feature, the longitudinally extending top chord member is a tube.
Skirts are
mounted to, and extend upwardly of, sides of the tube to define the outwardly
facing
surfaces. A portion of the tube extends downwardly beyond the skirts. The
notches of the
posts are formed to engage the downwardly extending portion of the tube.
In still another additional feature of that aspect of the invention, the
trucks have truck
centers, wherein the transverse bulkheads are located longitudinally outboard
of the truck
centers a distance of at least 8 ft., to permit an 8 ft. bundle of lumber to
be loaded on the
decking structure between each bulkhead and a longitudinal station of the
decking structure
corresponds to the truck center nearest to the bulkhead. In yet another
additional feature, the
trucks have truck centers, wherein the open web work structure includes an
array of vertical
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posts. At least one of the posts is mounted at a longitudinal station
corresponding to each of
the truck centers, and at least two of the posts are mounted at longitudinal
stations spaced
between each truck center and the respective bulkheads longitudinally outboard
thereof.
In another additional feature, the open web work structure includes a
plurality of
upright posts spaced along the longitudinal centerline of the rail road car
and diagonal
bracing mounted thereto. Each of the posts has a tapering width transverse to
the
longitudinal centerline of the rail road car. The posts taper from a wider
position adjacent to
the decking structure to a narrower portion at a top end adjacent to the upper
beam assembly.
Each of the posts has a notch defined in the top end thereof. The
longitudinally extending
member is a top chord having a first U-shaped formed member seated in the
notch. The first
U-shaped member has a back and upstanding legs. A second U-shaped, formed
member has
a back and downwardly extending legs. The legs of the first and second U-
shaped members
include the outwardly facing surfaces. The legs of the first and second U-
shaped members
are formed at an angle matching the taper of the tapered posts.
In another aspect of the invention there is a center beam rail road car having
a
longitudinal centerline. The center beam rail road car is supported by rail
car trucks at either
end thereof. The trucks each have a truck center. The center beam rail road
car comprises a
center sill extending between the trucks. A decking structure extends
laterally of the center
sill upon which loads can be placed. The decking structure has first and
second ends. First
and second bulkheads mount to the decking structure transversely to the
centerline at the
first and second ends. An open web work structure extends upwardly from the
center sill
and runs between the bulkheads. An upper beam runs between the bulkheads. The
upper
beam is mounted upon the open web work structure upwardly of, and parallel to,
the center
sill. The open web work structure has a pair of longitudinally extending,
laterally spaced
apart skirt members mounted thereto adjacent the upper beam. The skirt members
each have
an outwardly facing surface against which cargo placed laterally outboard
thereof can bear.
The skirts are reinforced laterally inboard thereof to discourage lateral
deflection of the faces
when cargo placed laterally outward thereof bears against the skirts.
In another aspect of the invention there is a rail road car having a
longitudinal
centerline. A pair of rail car trucks and a center beam assembly is carried
thereupon. The
center beam assembly has a center sill. A cargo support assembly extends
laterally of the
center sill assembly. A pair of first and second transverse bulkheads mount at
opposite ends
of the cargo support assembly. A plurality of posts extend upwardly from the
center sill.
The posts have a lower region adjacent the center sill and an upper region
distant from the
center sill. The center beam assembly has a non-consumable, longitudinally
extending
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structural member mounted to the upper region of the posts and running between
the
bulkheads above, and parallel to, the center sill. The longitudinally
extending structural
member presents a bearing surface facing laterally outward relative to the
longitudinal
centerline of the rail road car, against which cargo can bear.
In an additional feature of that aspect of the invention, the posts have a
laterally
outwardly facing flange and the laterally outwardly facing bearing surface is
mounted flush
with the flange. In another additional feature of that aspect of the
invention, the posts have a
laterally outwardly facing flange, and the bearing surface stands proud
thereof a distance less
than 3/4 inches. In still another additional feature, the bearing surface is a
surface of a
hollow cell material having an outwardly facing skin. In yet another
additional feature, the
longitudinally extending structural member is formed of a corrugated section
with an outer
skin. The outer skin defines the outwardly facing surface against which
objects may bear.
In still yet another additional feature, the bearing surface is laterally
inwardly reinforced to
discourage bowing thereof between adjacent pairs of the posts.
In another additional feature of that aspect of the invention, the trucks have
truck
centers, wherein at least one of the posts is mounted at a longitudinal
station corresponding
to each of the truck centers. At least two of the posts are mounted at
longitudinal stations
longitudinally outboard of the truck centers.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 shows an isometric, general arrangement view of a center beam car
according to the present invention;
Figure 2a shows a side view of one half of the center beam car of Figure 1;
Figure 2b shows a side view of an alternate center beam car to that of Figure
1;
Figure 2c shows a top view of the center beam car of Figure 2b;
Figure 3a shows a cross-section of the car of Figure 2a taken on section `3a -
3a';
Figure 3b shows a cross-section of the car of Figure 2a taken on section `3b -
3b';
Figure 4a shows a detail of the section of Figure 3;
Figure 4b shows a side sectional view of the detail of Figure 4a;
Figure 5a shows an alternate detail to that of Figure 4a;
Figure 5b shows a side sectional view of the detail of Figure 5a;
Figure 6a shows an alternate detail to that of Figure 4a;
Figure 6b shows a side sectional view of the detail of Figure 6a;
Figure 7a shows an alternate detail to that of Figure 4a;
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Figure 7b shows a side sectional view of the detail of Figure 7a;
Figure 8a shows an alternate detail to that of Figure 4a;
Figure 8b shows a side sectional view of the detail of Figure 8a;
Figure 9a shows an alternate detail to that of Figure 4a;
Figure 9b shows a side sectional view of the detail of Figure 9a;
Figure 10 shows an alternate detail to that of Figure 4a;
Figure 11 shows an alternate detail to that of Figure 4a;
Figure 12a shows an alternate detail to that of Figure 4a;
Figure 12b shows an alternate detail to that of Figure 12a;
Figure 12c shows an alternate detail to that of Figure 12a;
Figure 12d shows an alternate detail to that of Figure 12c;
Figure 12e shows an alternate detail to that of Figure 12c;
Figure 12f shows an alternate detail to that of Figure 12d;
Figure 13 shows an alternate detail to that of Figure 4a;
Figure 14 shows an alternate detail to that of Figure 4a;
Figure 15 shows an alternate detail to that of Figure 4a; and
Figure 16 shows an alternate detail to that of Figure 4a.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The description which follows, and the embodiments described therein, are
provided by way of illustration of an example, or examples of particular
embodiments of
the principles of the present invention. These examples are provided for the
purposes of
explanation, and not of limitation, of those principles and of the invention.
In the
description which follows, like parts are marked throughout the specification
and the
drawings with the same respective reference numerals. The drawings are not
necessarily
to scale and in some instances proportions may have been exaggerated in order
more
clearly to depict certain features of the invention.
A center beam railroad car is indicated in Figure 1 generally as 20. It is
carried on
railroad car trucks 22 and 24 in a rolling direction along rails in the
generally understood
manner of railcars. Car 20 has a longitudinal centerline 25 lying in a
longitudinal plane of
symmetry, indicated generally as 26 which intersects the kingpin connections
of trucks 22
and 24. It will be appreciated that aside from fittings such as hand grabs,
ladders, brake
fittings, and couplers, the structure of car 20 is symmetrical about the
longitudinal plane of
symmetry, and also about a transverse plane of symmetry 28 at the mid-length
station of the
car. In that light, a structural description of one half of the car will serve
to describe the
other half as well.
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The structure of a center beam car is analogous to a deep beam having a tall
central
structure to approximate the web of a beam, or a web-like structure or truss
assembly, a wide
flange at the bottom, and a wide flange at the top. In the case of railroad
car 20, the central
web-work assembly is indicated generally as 30 and runs in the longitudinal
direction (that
is, the rolling direction of the car), the top flange function is served by a
top truss assembly
32, and the lower flange function is performed by a lower flange assembly in
the nature of a
lateral support structure 34, upon which cargo can be placed, and that extends
laterally
outward to either side of a main center sill 36.
In detail, as shown in Figure 3a, car 20 has at its lowest extremity main
center sill 36,
in the nature of a fabricated steel box beam that extends longitudinally along
the centerline
of car 20 throughout its length, having couplers 38 mounted at either end.
Cross bearers 40
extend outwardly from center sill 36 to terminate at a pair of longitudinal
left and right hand
side sills 42, 44 that also run the length of the car. In the car illustrated,
alternating cross-
bearers 40 and cross-ties 41 extend laterally outward from center sill 36 on
approximately 4
ft centers. Decking 46 is mounted to extend between cross-bearers 40, and
cross-ties 41
providing a shear connection between adjacent cross-bearers when side loads
are imposed
on the car. Tapered risers 48 are mounted above the cross-bearers to form the
base of a bunk
for carrying loads. Risers 48 are tapered so that loads stacked thereupon will
tend to lean
inwardly toward the center-line of car 20. The combined structure of center
sill 36, cross-
bearers 40, and side sills 42, 44 and decking 46 provides a wide, lower beam
or lower flange
assembly extending laterally outward from the longitudinal centerline of car
20.
At either end of car 20 there are vertically upstanding fore and aft end
bulkheads 50
and 52 which extend from side to side, perpendicular to the central
longitudinal plane 26 of
car 20. Running the full length of car 20 between end bulkheads 50 and 52 is
an array 54 of
upright posts 56, 57. Array 54 is reinforced by diagonal braces 58, 59, that
provide a sheer
path for vertical loads.
As also shown in Figure 3a, the array 54 of posts 56 (and 57) is surmounted by
an
upper beam assembly 60 and deep beam top chord assembly 62. An open framework
top
truss 64 is mounted above, and connected to deep beam top chord assembly 62.
Truss 64
has lateral wings 65 and 67 that are mounted to extend outboard from the
central plane of car
20 in a cantilevered manner. Truss 64 has longitudinal stringers 66, and cross
members 68.
Each of posts 56 has a central web 74 that lies in a vertical plane
perpendicular to the
plane 26 of car 20. Web 74 is tapered from a wide bottom adjacent main center
sill 36 to a
narrow top. The wide bottom portion is about 13 1/2 inches wide, and at the
top portion the
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inward taper is such as to yield a 6 inch width of section at the junction of
top chord
assembly 62 and top truss 64. At the outboard extremities of web 74 there are
left and right
hand flanges 76 and 78 that each lie in a longitudinal plane inclined at an
angle a defined
(from the vertical) by the slope of the taper of web 74. In the preferred
embodiment, a is
roughly 1.45 . At the top of each post 56, 57 web 74 has been trimmed back to
a pair of tabs
80, 82 at the ends of flanges 76, 78. This yields a seat, socket, relief, or
rebate in the nature
of a generally U-shaped notch or slot 84 into which top chord assembly 62 can
seat.
A horizontal cross-section of post 56 will generally have an H-shape, with web
74
lying centrally relative to flanges 76 and 78. Post 57, by contrast, although
tapered in a
similar manner to post 56, has a horizontal cross-section of a U-shaped
channel, with its web
being the back of the U, and the flanges being a pair of legs extending away
from the back.
Each diagonal member 58 (or 59) has a first end rooted at a lower lug 88
welded at the
juncture of the base of one of the posts 56 and decking 46 and main center
sill 36, and a
second diagonal end rooted in an upper lug 86 at the juncture of another
adjacent post 56 and
top chord assembly 62. Midway along its length, diagonal beam 58 (or 59)
passes through a
post 57 intermediate the posts 56 to which diagonal 58 (or 59) is mounted. It
is intended that
the respective flanges of the various posts 56 and 57 lie in the same planes
on either side of
the central plane 26 of car 20 to present an aligned set of bearing surfaces
against which
lading can be placed.
The incline of flanges 76 and 78 is such that they lie at roughly a right
angle to the
inward taper of rungs 48 so that generally square or rectangular bundles can
be stacked
neatly in the clearance opening of the bunk defined between the underside of
the top truss 64
and rungs 48.
In the preferred embodiment of Figures 2a, 3a, 3b, 4a and 4b, upper beam
assembly
60 can be defined as the combination of top chord assembly 62 and top truss
64. It has a
cross section in the shape, generally, of a`T', with the cross-bar of the T
being defined by
wings 65 and 67 of top truss 64, and the stem 69 of the `T' being defined by
top chord
assembly 62, described more fully below.
Straps 92 are provided to attach to the outboard, distal extremities of wings
65 and
67 of top truss 64, to be wrapped outboard of the load, and to be tightened by
a come-along,
a winch, a pawl-and-ratchet type of mechanism, indicated generally as 94, or
similar
tightening device mounted to the respective side sill 42 or 44. An operator
turns mechanism
94 with the aid of an extension bar or handle (not shown). When tightened,
straps 92 bear
against the outboard, upper corners of bundles indicated as 96, tending to
force their inboard,
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upper regions, indicated generally as 98, most tightly against the upright car
structure that
extends along plane of symmetry 26, namely array 54 and the outer shank, or
skirt of stem
69 of upper beam assembly 60.
The preferred embodiment illustrated in Figures 2a, 3a, 3b , 4a and 4b has an
inside
loading clearance indicated as `A' of 137 - 3/16 inches perpendicular to rungs
48. It also has
a loading limit indicated as `B' extending perpendicular to the slope of web
74, at a height
132 - 1/2 inches above, and measured perpendicular to, rungs 48. The nominal
load height
is then 132 inches for 4 bundles at 33 inches each, including dunnage. The
nominal load
height, in general, for 31 - 1/2 inch bundles of kiln dried lumber is thus the
largest integer
multiple of 33 inches that is less than the load limit height. In the
illustrations of Figures 2a,
3a and 3b, this loading limit permits 49 inch wide bundles to fall within the
loading
envelope defined by AAR plate `C'. It also permits a load 131 inches high and
51 inches
wide to fall within the desired loading envelope of AAR plate C.
Top chord assembly 62 is shown in cross-section in Figures 4a (as viewed along
the
beam) and 4b (a side view taken on the section of plane 26). It includes a
first, or upper
formed section 120 in the shape of an inverted U, having a back 122 and left
and right hand
legs 124 , 126. Legs 124, 126 are splayed outwardly relative to the vertical
at angle a to
match the angle of the taper of the flanges of posts 56 and 57. Upper formed
section 120
also has inwardly stepped shoulders 121 and 123 to accommodate the mating ears
of gusset
plates 125 and 127 which join top truss 64 to top chord assembly 62. Top chord
assembly
62 also includes a second formed section 130 that is generally U-shaped,
having a back 132,
and a pair of left and right hand legs 134 and 135. Legs 134 and 135 each have
a proximal
region 138, 139 relative to back 132 that is stepped inwardly to form a
shoulder 140 and a
neck 142 of a size to nest between tabs 80, 82 of post 56 (or 57). Tabs 80, 82
are formed by
trimming back web 74 locally to conform to the depth of shoulder 140. Legs
134, 135 also
each have an inwardly stepped toe 148, 149 stepped inward a distance equal to
the wall
thickness of legs 134, 135 such that toes 150, 151 of legs 124, 126 of member
120 can
overlap, and seat outside of, outside toes 148, 149 respectively, and be
fillet welded in place.
Legs 134 and 135 are angled inward to yield slope continuity with both legs
124 and 126
and also with flanges 76 and 78 of post 56 (or the corresponding flanges of
post 57 as the
case may be). That is, legs 134 and 135 are toed inward at the same angle from
the vertical
at which legs 124, 126 are splayed outward such that the exterior surfaces are
flush with, and
lying in the planes of, the respective flanges of posts 56 and 57. The
exterior surfaces so
defined can be termed skirts.
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Gussets 152 and 154 are welded inside formed section 130 and 120,
respectively, at
longitudinal stations along the length of car 20 corresponding to the various
longitudinal
stations of the webs of posts 56 and 57 respectively, thus providing a
substantially
continuous web from main sill 36 to top truss 64. There is, however, a web
discontinuity
between gusset 152 and gusset 154 indicated by gap `G', seen in Figure 4b. In
light of this
discontinuity, gussets 152 and 154 have a main web leg 156, 157 that, when
installed, lies in
the vertical plane of web 74 and a toe 158, 159 extending at a right angle
therefrom, lying in
a horizontal plane. The lateral edges of toes 158 and 159 are welded along the
inside faces
of toes 148, 149 and 150, 151 respectively and extend a distance comparable to
the width
between the respective toes at that point. In the preferred embodiment the
overall height of
top chord assembly 62 is 27 inches, with 1/4 inch wall thickness on legs 156,
157, 134 and
135. In the preferred embodiment the length of legs 134, 135 is 13.5 inches,
and the overall
length of legs 156, 157 is 14.5 inches. Nominally, shoulder 140 overlaps tabs
80 and 82 by
2 inches. That is, tabs 80, 82 extend 2 inches beyond web 74. Toes 158 and 159
are both 6
inches long, and the nominal width of gap `G' is about 6.75 inches.
In this way, when assembled, legs 134, 135 and 156, 157 form respective left
and
right hand outwardly facing bearing surfaces against which a load may bear,
and over which
a reaction force to tension in the tightening straps can be spread. In the
span between the
stations of adjacent posts 56 and 57, the skirts, or bearing surfaces, formed
in this way are
reinforced by the laterally inward web, (that is, back 132) which connects
both skirts (that is,
legs 124 and 134, and legs 126 and 135). The laterally inward reinforcement
need not be
immediately behind the respective skirt or facing, but rather can be offset,
as illustrated in
Figure 4a, with the influence of the web stiffening the face some distance
away. The web is
"inward" of the skirts in the sense of lying behind, or shy of, the profile of
the contact
interface with the wood bundles, since the reinforcement lies toward the
centerline of the rail
car, rather than proud of, the respective skirt faces. In this way an inwardly
disposed
stiffener will not protrude and rub against an object bearing against the
outwardly facing
surface of the respective skirt.
In an alternative embodiment shown in Figure 5a and 5b, a deep beam section
170
has left and right hand formed sections 172, 174 surmounted by a rectangular
tube 176, upon
which top truss 64 is mounted. Each of sections 172, 174 has a main sheet 180,
an inwardly
stepped shoulder 182, an inwardly extending leg 184 and an upturned toe 186.
In place of
gussets 152 and 154, section 170 has gussets 188, 190 having a main, vertical
leg 192, 193
and a horizontal leg 194, 195. Vertical legs 192, 193 are contoured to match
the inside wall
shape of formed sections 172, 174 respectively, and are located at
longitudinal stations to
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correspond to the longitudinal stations of the webs of posts 56, 57, as above.
Vertical legs
192, 193 are separated by a vertically extending gap having a width 'H'. Once
gussets 188,
190 are welded in place, formed sections 172, 174 are welded along the seam
where legs
184 of sections 172, 174 abut along the centerline of car 20. As above, the
step in sections
172, 174 is of a size to seat between tabs 80 , 82 of posts 56 (or 57), and
the distal tips of
main sheets 180 are fillet welded to the side faces of tube 176. As above,
there is slope
continuity between main sheets 180 and the corresponding flanges 76, 78 of
posts 56, 57.
In the alternative embodiment of Figures 6a and 6b, a deep upper beam assembly
200 has a pair of angle irons 202 and 204 welded longitudinally inside tabs 80
and 82 of
posts 56 and 57. Angle irons 202 and 204 each have an inwardly extending toe
206, 207
which bottoms on the cut edge of web 74, and an upwardly extending leg bent to
conform to
the slope of flanges 76 and 78 of posts 56 and 57. Beam 200 also has a pair of
left and right
formed sections 208, 209 each having a main sheet portion 210, 211, an
inwardly extending
leg 212, 213 and a re-entrant toe 214, 215.
On assembly, L-shaped gussets 216, 217 are welded in each of sections 208,
209.
Gussets 216 and 217 each have a profile to match the inside profile of the
upper regions of
main sheet portions 210, 211, legs 212, 213 and toe 214, 215. The toes of
gussets 216 and
217 are welded along their outboard edges to the inside face of main sheet
portions 210, 211.
Sections 208 and 209 are welded along the centerline seam between abutting
toes 214 and
215. A further, main, gusset 220 is trimmed to a shape to permit welding of
its top edge to
the underside of the toes 218, 219 of gussets 216, 217, its side edges to the
inner face of the
lower regions of main sheet portions 210 and 211; once welded in this manner,
the base leg
222 of gusset 220 can be welded to toes 206 and 207 of angle irons 202 and
204, with a weld
formed to fill the longitudinal gap therebetween. Gusset 220 is also trimmed
to have reliefs
224, 225 to permit entry between the upwardly extending legs of angle irons
202, 204.
Gussets 216, 217 and 220 are located at longitudinal stations that correspond
generally to the
longitudinal stations of posts 56 and 57 as the case may be. Legs 212, 213 of
sections 208,
209 form, ideally, a flat surface to weld to top truss assembly 64, as before.
Similarly, when
installed, main sheet portions 210, 211 have slope continuity with flanges 76
and 78 of posts
56 and 57.
In the alternative embodiment of Figures 7a and 7b, a deep upper beam 230 has
a
pair of formed sections 232, 234, a rectangular steel tube 236, a main gusset
238 and minor
gussets 240 and 242. On assembly, minor gussets 240 and 242 are welded inside
the lower
regions of formed section 232 and 234, being shaped to conform to the shape of
the lower
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region of outer main sheets 246, 248, inwardly stepped shoulder 250, 252, and
inwardly
extending legs 254, 256. A gap `P' is left between the respective inboard
edges of gussets
240 and 242, and their outboard edges are welded to the inner face of main
sheets 246, 248.
Gussets 240, 242 are trimmed to be clear of re-entrant toes 258, 260. Main
gusset 238 is
welded upon minor gussets 240, 242, with its lateral edges welded to the
inside face of main
sheets 232 and 234. Tabs 262, 264 at the distal ends of main sheets 246, 248
embrace the
outer side faces of steel tube 236.
In the alternative embodiment of Figures 8a and 8b, a deep upper beam assembly
270 has a longitudinally extending inverted C-channel 272 upon which is welded
a generally
U-shaped formed section 274 having a back 276 and upwardly extending legs 278,
280 bent
to lie on the slopes of the flanges of posts 56 and 57, as above. The distal
ends of legs 278
and 280 abut the lower edges of a pair of skirt plates 282 and 284. A weld is
formed along
the abutting edges of the legs and skirts. At their furthest ends, skirt
plates 282, 284 are
welded to the outside faces of a steel tube 290. Top truss assembly 64
surmounts assembly
270. Minor gussets 286 are welded inside C-channel 272 at the longitudinal
stations of posts
56 and 57, as above, and gussets 288 are welded inside legs 278, 280 and
plates 282, 284
thereby providing a form to define the angular profile upon which they lie. As
before, that
profile is such as to yield a surface lying flush with the outer surfaces of
posts 56 and 57.
The alternate embodiment of deep beam 300 of figures 9a and 9b is similar to
that of
Figures 8a and 8b, but differs insofar as C-channel 272 and formed section 274
have been
combined into a singular formed section 302 having inwardly stepped shoulders
304 to yield
a plug shaped head 306, similar to that described in the context of Figures
4a. Further,
rather than straight legs 278 and 280, formed section 302 has inwardly stepped
toes 308 and
310, again, similar to those shown in Figure 4a. Skirt plates 312 and 314,
similar to skirt
plates 282 and 284, again extend between toes 308 and 310 to terminate on the
outer side
faces of a rectangular steel tube 316.
In this instance a large gusset 318 is welded inside section 302, and plates
312 and
314. Gusset 318 has a vertical leg 320 having a profile cut to yield the
desired slope
continuity with the flanges of posts 56 and 57.
The alternate embodiment of deep beam 330 of Figure 10 is similar to that of
Figure
8a. However, as in Figure 9a, C-channel 272 and formed section 274 have been
supplanted
by a single formed section 332 having a back 334, a pair of legs 336, 338
having inwardly
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stepped shoulders 337, 339 and a pair of distal toes. A gusset 340 is mounted
within formed
section 332 at each of the longitudinal stations of car 20 corresponding to
the longitudinal
stations of the webs of posts 56 and 57, as described above. However, gussets
340 terminate
in a horizontal leg lying shy of the tips of the distal toes of legs 336 and
338 such that
another formed section 342 can seat between them. Formed section 342 has a
back 344, legs
346, 348 and shoulders 350, 352. An internal stiffener in the nature of a
gusset 354 is
located at each of the longitudinal post stations. Back 344 provides a
horizontal web
sufficiently close to top truss assembly 64 that no rectangular steel tube is
employed. As
before, the outer faces of legs 346, 348 and legs 336, 338 are intended to lie
in the same
planes as the flanges of posts 56 and 57. The external faces of each of formed
sections 332
and 342 each extend about a foot in depth, relative to top truss assembly 64,
and present,
more or less, a 2 foot wide skirt, or band, that overlaps the load limit, and
the maximum
loading height.
In the embodiment of Figure 11, a deep beam assembly 360 is generally similar
to
deep beam assembly 330, but rather than have step-shouldered formed sections
it has a
C-channel 362 for mounting between tabs 80 and 82 as in Figure 8a above, with
gussets 364
mounted as described in Figure 8a. Above this is a first pair of angle irons
366, 368, bent to
present outer faces lying on the desired slope of the flanges of posts 56 and
57. Angle irons
366, 368 are welded on a series of lateral gussets 370, again, at the
longitudinal stations of
vertical posts 56 and 57. Angle irons 366 and 368 are also welded along the
tips of their
inwardly extending toes 372, 374. Another pair of angle irons 380, 382 are
welded on an
array of gussets 384, and along a seam at their inwardly extending toes 385,
386, and
mounted above angle irons 366 and 368, as shown, such that their generally
upwardly
extending legs, and the consequent skirt-like surface they present, lie flush
with, and on the
same slopes as, the respective flanges of posts 56 and 57.
The embodiment of Figure 12a shows a half view of a retro-fit installation.
(As the
section is symmetrical about the center line of the car, only one half is
illustrated). An
existing center beam post is shown as 400. It has a web 402 trimmed down to
leave tabs 404
and 405 which lie to either side of, and are welded to, a rectangular steel
tube 406 upon
which a top truss assembly 408 is mounted. A skirt panel 410 is formed with a
stiffener in
the nature of an inwardly bent toe 412. The length of main leg 414 is roughly
2 feet, such
that its outer face overlaps both the maximum load height and the load limit
height. Toe 412
is trimmed to accommodate the flanges of post 400 (analogous to posts 56 or
57). An
additional reinforcement, or longitudinal stiffener, in the nature of angle
416 of a length to
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lie between successive posts 400, is welded to the inner face of main leg 414
at an
intermediate level roughly halfway between top truss assembly 408 and toe 412.
Angle 416
will tend to cause main leg 414 to resist lateral deflection between adjacent
posts 400,
thereby tending to assist in maintaining main leg 414 in a position to spread
loads placed
against it. It is preferred that panel 410 be 3/ 16 inches thick, but could be
as thick as 1/2 or
5/8 inches. Although panel 410 is preferably a metal sheet welded to posts
400, a different
fastening means, such as rivets, bolts or the like, could be used. A smooth
steel face is
preferred, but other metals, such as aluminum, could be used, or a suitable,
rot resistant, UV
resistant polymer could be selected, either as a solid sheet or as a face
coating or layer, or
sheet, upon a metal substrate. It is preferred that the material chosen be a
non-consumable
material, that is, one that may tend not to be prone to require frequent
replacement such as
may be required if softwood lumber battens are used, and also one that has
little or no
tendency to develop wood rot or to support the growth of molds
Panel 410 need not be integrally formed with bent toe 412, but could be
fabricated
by using a flat sheet 420 as the external face plate, with an angle iron 422,
or similar
stiffener, welded along the inward facing bottom edge of the face plate
between pairs of
posts 400, as indicated in the other half view shown in Figure 12b.
Figure 12c is again a half section, showing a hollow cell panel 424 in place
of panel
410. Hollow cell panel 424 has an external skin 426, an internal skin 428, and
an
intermediate hollow cell core 427 for carrying shear between skins 426 and
428. The hollow
cells usually have a hexagonal columnar shape, the columns running
perpendicular to the
skins. The thickness of hollow cell panel 424 has been exaggerated for the
purposes of
illustration. Although skins 426 and 428 may be made of steel, they may also
be made of
other substances, such as structural polymers, reinforced polymers, aluminum,
or other
suitable material.
Figure 12d is similar to Figure 12c, but web 430 of post 432 has been trimmed
back
to permit outwardly facing external face 434 of hollow cell panel 436 to lie
flush with flange
438 of post 432. Hollow cell panel 436 is similar in construction to hollow
cell panel 424,
having a pair of skins and a hollow core.
Figures 12e and 12f correspond to Figures 12c and 12d respectively, and
illustrate
the use of a corrugated core sandwich, either standing proud of the flange of
the post, as
illustrated by sandwich 429 in Figure 12e, or flush with a trimmed down flange
431 as
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shown by sandwich 433 in Figure 12f. The corrugated sandwiches have inner and
outer
metal skins, with a reverse folded, corrugated core maintaining the skins in a
spaced apart,
parallel planar relationship.
In each of the embodiments illustrated in Figures 12a, 12b, 12c, 12d, 12e and
12f
the vertical extent of the skirt can be chosen according to the lading
customarily carried by
the car. As noted above, in general the skirt overlaps the nominal loading
height, and
extends a modest distance below the nominal loading height, whether 6 inches,
12 inches, 18
inches, 24 inches, 30 inches, or 36 inches. The skirt may also tend to overlap
the maximum
load limit height, and, further still, to be joined at a welded lap joint to
the top chord, or top
chord assembly.
The embodiment of Figure 13 shows a deep beam assembly 440 that is similar to
deep beam assembly 360 of Figure 11 but does not have slope continuity with
the flanges of
posts 56 and 57. Rather, the sides 442 and 444 of deep beam assembly 440 are
parallel, and
rise generally vertically.
The embodiment of Figure 14 is similar to the embodiment of Figure 13, except
insofar as it has a single formed section 446 with shoulders 448 in lieu of a
C-channel 450
and section 452. Similarly, its upper formed section 454 also has shoulders
456, in contrast
to upper section 458 of assembly 440.
In the embodiment of Figure 15 deep beam assembly 470 has an inverted U-shaped
formed section 472 having parallel legs 474, 476. A notch has been cut in web
478 of post
480 such that a longitudinally extending rectangular steel tube 482 can seat
between tabs 484
and 486 of flanges 488 and 490. The distal tips 492 and 494 of legs 474 and
476 are welded
along the side faces of tube 482. In the embodiment of Figure 16 a formed
section 480 is
used in place of rectangular steel tube 482. In the cases of both Figure 15
and Figure 16, the
overall depth of the side skirts defined by legs 474, 476 or 502, 504, is
roughly half that of
the embodiments of Figures 4a, 5a, 6a, 7a, and 8a, being roughly one (1) foot.
This width
overlaps both the load limit height and the maximum load height.
In the preferred embodiment of Figures 2a, 3a, 3b, 4a and 4b, legs 124 and
134, (or
126 and 135) extend from a root at the join to top truss 64 to a level below
the upper load
limit. Although other cargoes can be carried, the 132 and 1/2 inch load limit
corresponds to
a stack of four 4 bundles of sawn lumber, each bundle being 32 inches thick
and 49 inches
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wide for a total of 128 inches, with 1 and 1/2 inch thick dunnage between the
bundles, for an
additional 4 and 1/2 inches, legs 124 and 134, (or 126 and 135) are roughly 24
inches long
so that the bottom edge of legs 134 and 135 will extend down half the height
of the top
bundle to act as a skirt against which a larger bearing area of the bundle can
bear, as
compared to the width of the flanges of posts 56 by themselves. The skirt has
a mid level
reinforcement between its upper and lower extremities, namely gussets 152 and
154 to
discourage lateral deflection of the skirt, or bowing inward.
In alternative embodiments, the level of the bottom edge of the legs could be
as little
as one board (1 and 1/2 inches, kiln dried wood) below the top edge of the
design bundle
height, but is expected to be most commonly 12 inches, 24 inches (as in the
preferred
embodiment) or 30 inches deep when measured from the join to the top truss.
It is possible to manufacture a generally similar center beam car to fall
within the
loading profile defined by AAR plate `F', or some other height. In that case,
the desired
load limit height is the height that is the largest integer multiple of 33
that is less than the
clearance opening. The minimum height of the bottom edge of the leg, or skirt,
is desirably
1 and 1/2 inches or more below the nominal load height, typically such that
the overall
height of the skirt is, nominally, an integer multiple of 6 that is at least
12 inches.
Preferably, the skirt extends to a height that is at least half way down the
top bundle of the
nominal design load, and possibly to a height that is the full depth of the
top bundle.
Although the main deck could be a continuous decking structure, this need not
necessarily be so. The main deck, or lower beam structure could be in the form
of an open
truss, or grid work. Car 20, is preferably a car of all-steel construction.
However, although
the web work assembly of the center beam, and the top truss section is
preferably a welded
steel fabricated structure, it could be made of aluminum.
An alternate center beam car is shown in Figures 2b and 2c as 520. Car 520 is
similar to car 20, and has the same cross-section. However, car 520 has a
proportionately
greater end overhang. As with car 20, car 520 has an array of vertical posts
522 extending
upwardly from a main deck structure 524 to a top chord member 526 that has
skirts and
reinforcements as described in any of the embodiments described above against
which
lading can bear. Diagonal bracing 528 is provided, also generally as noted
above. As with
car 20, car 520 has vertical posts 530 and 531 mounted at the respective
longitudinal stations
of the first and second truck centers TC. It also has, at each end of the car,
a first
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longitudinally outboard post 532, 533, one pitch longitudinally outboard of
the truck centers,
and a second longitudinally outboard post 534, 535 a second pitch outboard
from the truck
centers. A web 538, 539 extends between the second outboard post and the
transverse end
bulkheads 540, 541, web 538 or 539 being perpendicular to the respective
bulkhead. A
diagonal bracing member 542, 543 extends from a distal mounting location
adjacent to the
junction of the second outboard post and top chord member, to a proximal
mounting
location adjacent to the junction of the truck center post with the main
center sill. Diagonal
member 542, 543 passes through a mid-portion of first longitudinally outboard
post 532,
533. The end section overhang 544, 545 of each end of car 520 (that is, the
portion of the
deck lying longitudinally outboard of the truck center) is correspondingly
increased in
length.
The addition of an extra bay (i.e., a pitch between an additional set of
vertical posts)
to the end overhang of each car, as shown in Figures 2b and 2c, increases the
length to width
aspect ratio of the car, and increases the potential lateral force to which
the trucks can be
subject while cornering. For example, car 20 is a 73 foot center beam car
having a span of
60 feet between truck centers. The 73 foot dimension refers to the
longitudinal clearance
between the inner faces of the end bulkheads. Car 20 is 9 ft, 2 inches wide at
deck level, (9
ft 3 inches over its winches, 94). It has a length to deck width aspect ratio
of just under 8: l,
and a one end overhang to length ratio of just under 0.09: 1, and an overhang
to truck center
span ratio for one end of just under 0.11.
By contrast, car 520 is nominally an 81 foot car. It has a 9 ft, 2 inch deck
width W,
and a length L of 81 ft. between the inner faces of bulkheads 540 and 541. The
corresponding length to width aspect ratio is just under 9:1, and its one end
overhang to
length ratio just under 0.13:1, and an overhang to truck center span ratio,
for one end, of
0.175:1. In terms of lading, this means that an 8 ft long bundle of lumber can
be loaded fully
longitudinally outboard of the truck center. That is, as compared to car 20,
car 520 can
accommodate 10 stacks of 8-foot long bundles, with four bundles per stack,
whereas car 20
can only accommodate 9 of such stacks of 8-foot long bundles.
Various embodiments of the invention have now been described in detail. Since
changes in and or additions to the above-described best mode may be made
without
departing from the nature, spirit or scope of the invention, the invention is
not to be limited
to those details, but only by the appended claims.
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