LADING RETENTION AND METHOD OF USE WITH RAILROAD FREIGHT CAR

Description

FIELD OF THE INVENTION

This invention relates to the field of railroad freight cars.

BACKGROUND

There are many kinds of railroad freight cars. Several kinds of freight cars have flat decks. In particular, there are flat cars with flat decks carried over their underframe structures. Those flat cars are laded in accordance with the Open Top Loading Rules (OTLR) of the Association of American Railroads (AAR). Quite often, the size of flat cars is determined by an assumption that they will be used to carry relatively low density lading such that the gross weight on rail of the laded flat car remains well below the permitted gross weight on rail for the flat car, for the clearance plate to which the flat car conforms, be it plate B, Plate C, Plate F, or the Double-Stack container car plate. Those flat cars may be reconfigured for other purposes. One other purpose may be the carriage of higher density lading. One example of such higher density lading is aluminum ingots. At the same time, while freight cars may be reconfigured, it may also be helpful to be able to reverse a change in configuration so that, if desired, the car can be returned to its original use, or to some other use, as appropriate.

SUMMARY OF THE INVENTION

The invention relates to railroad freight cars and lading retainers for railroad freight cars. In one aspect of the invention there is a lading retainer that mounts removably to a railroad freight car deck structure. The lading retainer has a lading reaction interface that, as installed, extends cross-wise relative to said deck structure and obstructs motion in the length-wise direction of the railroad freight car deck. The lading retainer has an anchorage that mounts releasably to the railroad freight car deck structure.

In a feature of that aspect, the lading reaction interface is an abutment wall. In another feature, the railroad freight car deck structure has an end section having a truck center, a center sill, and a main bolster that intersects the center sill at the truck center, and said anchorage includes a shear connection to the end section of the railroad freight car deck structure. In a further feature, the lading retainer has a central spine member that extends length-wise above the center sill of the railroad freight car deck structure. In another feature the end section of the railroad freight car deck structure includes a shear plate and said anchorage mounts to fittings of the shear plate of the railroad freight car deck structure. In still another feature, the lading retainer has a footing that extends cross-wise to said central spine member, and said footing is broader than is the center sill of the railroad freight car deck structure. In yet another feature the lading reaction interface is adjustably positionable relative to the anchorage.

In another feature, the railroad freight car deck structure has an end section having a truck center, a center sill, and a main bolster that intersects the center sill at the truck center. The anchorage has a shear connection to the end section of the railroad freight car deck structure. The lading retainer has a central spine member that extends length-wise above the center sill of the railroad freight car deck structure. The lading reaction interface is an abutment wall; and the abutment wall is adjustably movable relative to the central spine. In a further feature the central spine defines a track and the abutment wall is mounted to a follower that rides the track.

In another aspect there is an ingot retainer that mounts removably to a railroad freight car deck structure.

In a feature of that aspect, the ingot retainer has a first reaction interface that, as installed, extends length-wise relative to the railroad freight car deck structure and obstructs motion in the cross-wise direction of the railroad freight car deck. At least a first anchorage mounts releasably to the railroad freight car deck structure. In another feature, the ingot retainer has a second ingot reaction interface spaced from and opposed to the first ingot reaction interface. At least one of the first and second ingot reaction interfaces is adjustable in the cross-wise direction to vary spacing between the first and second ingot reaction interfaces. In yet another feature at least the first anchorage engages at least a first stake pocket of the railroad freight car deck structure. In still another feature the ingot retainer includes a second anchorage and the second anchorage engages a second stake pocket of the railroad freight car deck structure. In another feature the ingot retainer has a second anchorage that mounts releasably to the railroad freight car deck structure and the ingot retainer has a structural member that, as installed, extends across the railroad freight car deck structure, and to which structural member the first and second anchorages are mounted in mutual opposition. In a further feature, the first and second anchorages are mutually adjustable relative to each other. In another feature the structural member has a saddle that seats atop a center sill of the railroad freight car deck structure.

In another feature there is a combination of a first ingot retainer and a second ingot retainer. Both the first ingot retainer and the second ingot retainer are adjustably movable lengthwise along the railroad freight car deck structure. In a different feature, there is a combination of first and second ingot retainers. The first ingot retainer is adjustably movable lengthwise along the railroad freight car deck structure and the second ingot retainer is fixed in position when installed. In still another alternative feature, there is a combination of a first ingot retainer and a second ingot retainer in which both the first ingot retainer and the second ingot retainer are adjustably movable lengthwise along the railroad freight car deck structure.

In another aspect of the invention, there is a removable lading retainer for mounting to a deck of a railroad freight car. The removable lading retainer has an elongate member; first and second anchors that mount to the elongate member; and first and second dogs that mount to the elongate member. The first and second dogs are opposed to each other and are positionable to bracket lading carried by the railcar. The anchors are releasably operable to immobilize the lading retainer to a deck of the railroad freight car.

In a feature of that aspect, the removable lading retainer is a lateral lading retainer that, in use, is positioned to extend across the deck of the railroad freight car and that obstructs side-to-side motion of lading engaged thereby. In another feature the dogs are adjustably movable relative to the elongate member, and the dogs are releasably securable thereto. In still another feature the anchors are adjustably movable relative to the elongate member and the anchors are releasably securable thereto. In another feature the anchors have respective feet formed to seat in respective stake pockets of the railroad freight car. In another feature the elongate member is a riser upon which to rest the lading, the dogs are slidable along the riser, and the anchors are slidable relative to the riser. In another feature, the elongate member has at least a first array of indexing fittings that, in use, are engaged by at least one of (a) the dogs to immobilize the dogs relative to the elongate member; and (b) the anchors to immobilize the elongate member relative to the anchors. In still another feature, the dogs and the anchors a releasably engageable to the same the first array of index fittings of the elongate member.

In another feature there is a combination of a longitudinal lading retainer that mounts removably to a railroad freight car deck structure, that deck structure including a deck, the lading retainer having a cross-wise extending lading reaction interface that obstructs motion of lading in the length-wise direction of the deck, and an anchorage that mounts releasably to the railroad freight car deck structure; and a removable lateral lading retainer for mounting to the deck of the railroad freight car, the removable lading retainer having an elongate member; first and second anchors that mount to the elongate member; and first and second dogs that mount to the elongate member, the first and second dogs being opposed to each other and being positionable to bracket lading carried by the railcar; and the anchors being releasably operable to immobilize the lading retainer to a deck of the railroad freight car; the dogs being operable to obstruct motion of lading in the cross-wise direction of the railroad freight car deck.

In other features, the longitudinal lading reaction interface is an abutment wall. The railroad freight car deck structure includes an end section having a truck center, a center sill, and a main bolster that intersects the center sill at the truck center, and the anchorage includes a shear connection to the end section of the railroad freight car deck structure. The longitudinal lading retainer has a central spine member that extends length-wise above the center sill of the railroad freight car deck structure. The end section of the railroad freight car deck structure includes a shear plate and the anchorage mounts to fittings of the shear plate of the railroad freight car deck structure. The longitudinal lading retainer has a footing that extends cross-wise to the central spine member, and the footing is broader than is the center sill of the railroad freight car deck structure. The lading reaction interface is adjustably positionable relative to the anchorage.

In another feature, the removable lateral lading retainer extends across the deck of the railroad freight car and that obstructs side-to-side motion of lading engaged thereby. The dogs are adjustably movable relative to the elongate member, and are releasably securable to the elongate member. The anchors are adjustably movable relative to the elongate member and the anchors are releasably securable to the elongate member. The anchors have respective feet formed to seat in respective stake pockets of the railroad freight car. The elongate member is a riser upon which to rest the lading, the dogs are slidable along the riser, and the anchors are slidable relative to the riser. The elongate member has at least a first array of indexing fittings that, in use, are engaged by at least one of (a) the dogs to immobilize the dogs relative to the elongate member; and (b) the anchors to immobilize the elongate member relative to the anchors.

In another aspect there is a method of use of removable lading retainers on a railroad freight car having a flat deck. The method includes removably mounting the lading retainers on the flat car deck; adjusting the lading retainers to receive the lading; and securing the lading to be obstructed by the lading retainers.

In a feature of that aspect the method includes installation and operation of the subject matter of any of the foregoing aspects and features of the invention. In another feature, the method further includes removal or at least one of the lading retainers after removal of the lading. In still another feature, the method includes seating at least one lateral lading retainer in respective stake pockets. In another feature, the method includes the use of a longitudinal lading retainer that rides adjustably on a longitudinal track. In still another feature, the method includes positioning an aluminum ingot to be immobilized by the lading retainers.

These and other aspects and features of the invention may be understood with reference to the description that follows, and with the aid of the illustrations.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is an isometric general arrangement view of a railroad freight car, from above, to the right, and to one end;

FIG. 2a is an enlarged view of an end of the railroad freight car of FIG. 1 showing a longitudinal lading retainer;

FIG. 2b is a view of an alternate longitudinal lading retainer to that of FIG. 2a, including an adjustable retainer extension;

FIG. 3a is a perspective view from above and to one side of an alternate longitudinal lading retainer to that of FIG. 2a;

FIG. 3b is a perspective view from the opposite perspective to that of FIG. 2b showing the alternate longitudinal retainer of FIG. 2b from the lading side;

FIG. 4a is a perspective view of a laterally acting lading retainer assembly for use with the railroad freight car of FIG. 1, and having lateral stops set for a wide load;

FIG. 4b is a perspective view of the laterally acting lading retainer assembly of FIG. 4a with lateral stops set for a narrower load;

FIG. 5a is an enlarged view of a detail of the laterally acting retainer of FIG. 4a;

FIG. 5b is an enlarged view of the end of the laterally acting retainer of FIG. 5a showing internally hidden details;

FIG. 6a shows a side view of the laterally acting retainer assembly of FIG. 4a;

FIG. 6b shows a side view of the laterally acting retainer assembly of FIG. 4b;

FIG. 7a shows the assembly of FIG. 4a in an overlapping position;

FIG. 7b shows a movable dog of the assembly of FIGS. 4a, 4b and 7a; and

FIG. 7c shows an adjustable anchor of the assembly of FIGS. 4a, 4b and 7a.

DETAILED DESCRIPTION

The description that follows, and the embodiments described therein, are provided by way of illustration of an example, or examples, of particular embodiments of the principles, aspects or features 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, like parts are marked throughout the specification and the drawings with the same respective reference numerals. The drawings may be taken as being to scale unless noted otherwise.

The terminology used in this specification is thought to be, and is intended to be, consistent with the customary and ordinary meanings of those terms as understood by a person of ordinary skill in the railroad industry in North America. In that regard, the Applicant incorporates by reference the Rules and Standards of the Association of American Railroads, a private body that establishes rules for interchange operation of railroad rolling stock in North America. The inventor expressly excludes interpretation of terminology in this specification that is not consistent with AAR standards, or with the use of terminology as understood by persons in the railroad industry in North America. The inventor expressly excludes passenger car rolling stock. Passenger cars have no relevance to this application or to the claims herein. The Applicant specifically incorporates AAR Plates C and F, and the Double-Stack Container AAR Plate H. In that regard, the Applicant notes the datum truck center distance of 46′-3″ and the datum car width of 10′-8″ established by the AAR. The datum truck center distance is the maximum truck center length permitted without requiring allowance for swing-out. 10′-8″ is the maximum car with allowed for cars having truck center distances up to the datum length of 46′-3″. Longer cars must be narrowed to account for swing-out. Furthermore, this specification frequently recites multiple synonyms for a single object. There is no in haec verba requirement in patent law. The recitation of multiple synonyms is intended to convey that any synonym may be used for a given part, whether that synonym is used in the disclosure as filed, provided that it conforms to the meaning of the concept, function, or object conveyed on a fair reading of the disclosure, or that is fairly shown in the illustrative figures, or both.

In terms of general orientation and directional nomenclature, for railroad cars described herein the longitudinal direction is defined as coincident with the rolling direction of the railroad car on tangent (that is, straight) track. In a Cartesian frame of reference, this may be defined as the x-axis, or x-direction. For a railroad car having a center sill, be it a stub sill or a straight-through center sill, the longitudinal direction is parallel to the center sill and the top chords and side sills. Unless otherwise noted, vertical, or upward and downward, are terms that use top of rail, TOR, as a datum. This may be defined as the z-axis, or z-direction. In the context of the car as a whole, the term lateral, or laterally outboard, or transverse, or transversely outboard refer to a distance or orientation relative to the longitudinal centerline of the railroad car, or car unit, or of the centerline of a centerplate at a truck center. In a Cartesian frame of reference this may be referred to as the y-axis or y-direction. Given that the railroad car may tend to have both longitudinal and transverse axes of symmetry, a description of one half of the car may generally also be intended to describe the other half as well, allowing for differences between right hand and left hand parts. Accordingly, the term “longitudinally inboard”, or “longitudinally outboard” is a distance taken relative to a mid-span lateral section of the car, or car unit. Pitching motion is angular motion of a railcar unit about a horizontal axis perpendicular to the longitudinal direction (i.e., rotation about an axis extending in the y-direction). Yawing is angular motion about a vertical or z-axis. Roll is angular motion about the longitudinal, or x-axis. In this description, the abbreviation kpsi, if used, stands for thousands of pounds per square inch. To the extent that this specification or the accompanying illustrations may refer to standards of the Association of American Railroads (AAR), such as to AAR plate sizes, those references are to be understood as at the earliest date of priority to which this application is entitled.

For the purposes of the present discussion, it may be taken as a default that the structure of the car is of all-welded mild steel fabrication except as otherwise shown in the illustrations or indicated in the text. This need not necessarily be the case. Other materials, such as aluminum or stainless steel might be used. The commonly used engineering terms “proud”, “flush” and “shy” may be used herein to denote items that, respectively, protrude beyond an adjacent element, are level with an adjacent element, or do not extend as far as an adjacent element, the terms corresponding conceptually to the conditions of “greater than”, “equal to” and “less than”.

In this specification the terms “longitudinal lading retainer” and “lateral lading retainer” are used. A longitudinal lading retainer is a lading retainer that provides a reaction to obstruct motion of the lading in the longitudinal direction of the railroad car, i.e., the rolling direction, or x-axis. A lateral lading retainer is a lading retainer that acts to provide a reaction to obstruct motion of the lading in the lateral, or cross-wise, direction of the railroad car, i.e., from side-to-side, of y-axis.

This description notes the context of ingots, particularly metal ingots such as aluminum ingots. However, metal ingots need not be aluminum. They could be iron, steel, or possibly other metals such as copper or nickel or zinc, and so on. Moreover, the retainer systems herein function much as a vise, or a set of clamps for restraining large, bulky, possibly heavy objects, their use, or a similar use, may be for other large, bulky, or heavy objects that are not aluminum ingots. For example, pre-cast concrete or fiberglass objects might be carried.

Transporting metal ingots by rail can be accomplished using flat cars. One method of the transport of ingots 100 is to apply risers to deck 40 of flat car 20. Riser 160 has, or is, a structural beam that crosses the width of the car (i.e., in the y-direction). Ingot 100 is placed directly onto the top of riser 160, or array of risers 160 spread along deck 40 of car 20. The purpose of the riser is to transfer the weight of the ingots into the main structure of the car body (the center sill and two (2) side sills). Additionally, riser 160 as shown acts as a retainer or restraint to prevent lateral movement (i.e., in the y-direction) of ingot 100 relative to the length direction (i.e., the x-direction) of car 20. Ingot 100 is immobilized with respect to deck 40 of flat car 20.

This could be done by having a plate on the end of the riser (end plate) that protrude past the side sills and reaches beneath the deck of the car just beyond the extreme width of the deck on both sides. The end plate would then interact with the side of the deck (e.g., they are secured to the side sills, as by welding) to prevent lateral movement of the riser on the car. The ingot is constrained to the riser with the use of stabilizers. Stabilizers protrude above the bottom surface of the ingot and are fixed to the riser with a locating pin. There are two (2) stabilizers per riser, one (1) on each side of the ingot. The locating pin protrudes through congruent holes in both the riser and the stabilizer. There are several holes along the length of the riser to allow the stabilizer to be pinned in several locations depending on ingot width. However, a permanent ingot riser may be designed to fit a specific flat car and therefore to have a fixed width between end plates that secure the riser to the side sills. This coincides to the width over the flat cars side sills.

In the assembly described herein, riser 160 has movable end plates. This dimensional variability allows the assembly to be applied to a variety of cars having different widths. The end plate is part of a sub-assembly that slides within riser 160. The main body of riser 160 has a four (4) sided hollow structural beam. That beam is of a fixed width and fixed length in the y-direction as installed on car 20. Nonetheless, the end plate, or end plate assembly of third member 156, forms an anchor that can move independently of the main body 152 due to a cut-out, or accommodation, or rebate, or relief, or slot, 234 formed in the bottom flange of the beam of riser 160. The end plate assembly of third member 156 is also connected to, or includes, the side sill bearing plate. The bearing plate is a seat, or footing, that has a narrow steel plate 226. The steel plate 226 supports the main body of riser 160 above the side sill 42, 44, allowing the weight of the ingots to have a direct load path into the side sills 42, 44. The bearing plate also has two (2) tabs (abutments 230, 232) welded to the top surface of plates 226 to retain the riser bottom flange 172. The whole end plate assembly of third member 156 is pinned to the riser 160 in the same fashion as stabilizers 154, using congruent aligned holes 184, 186 to allow the pin 210 to protrude through end plate assembly of third member 156 and riser 160 of main portion 152. This also allows for pin 210 to go through the stabilizer, the riser and the end plate assembly simultaneously, as may be suitable. Alternatively, for narrower ingots, one pin (or pins) 210 may be used to immobilise the end plate assembly of third member 156 relative to riser 160 of first portion 152; and another pin, or pins 210 is, or are, used to immobilise the lateral stabilizer of second portion 154 relative to riser 160.

As such, riser assembly 150 described herein allows a riser to be applied to a variety of railcars, and may tend to avoid or reduce reliance on time consuming permanent modifications. It may thereby permit users to ship ingots more effectively on a variety of different flat cars increasing the flexibility and utilization. Moreover, riser assembly 150 may be suitable for use with lading other than ingots that needs to be immobilized relative to deck 40. The number of risers per flat car can also vary based on the size of ingot (or other lading) being transported. The adjustable riser further increases utilization by reducing logistical bottlenecks associated with adding or removing risers from flat cars already in ingot service. The riser can be added to alternate car designs with minimal adjustment unlike risers built for specific flat car designs.

FIG. 1 shows an isometric view of an example of a railroad freight car 20 that is intended to be representative of a range of railroad cars in which one or more of the various aspects of the present invention may be incorporated. Railroad freight car 20 may be, and in the example embodiment illustrated is, a flat car. It may be, and as illustrated is, an 89 ft flat car (e.g., a flat car having a deck length of 89′-4″, and a coupler length of 94′-8″). It conforms to an appropriate AAR Plate diagram, such as AAR Plate B, Plate C, Plate F, or Plate H, as may be. In the illustration the AAR Plate Size, whichever it may be, is identified by annotation “AAR”. In FIG. 1, railroad freight car 20 has an underframe, or underframe assembly, indicated generally as 22, that is carried upon railroad car trucks 24 for rolling motion in a longitudinal or lengthwise direction along railroad tracks.

Underframe 22 may have, and in the car shown does have, a center sill 30. Center sill 30 is a “straight through” center sill that runs substantially along the entire length of the car between first and second ends, or end sections, 26, 28 at which strikers 32 are mounted. The term “straight through” is used in distinction to stub center sills such those as used in, e.g., grain cars, where the center sill at each end of the car is truncated inboard of the center plate to leave a “stub”, namely the center plate and draft sill assembly. In a straight through center sill, the center sill extends from one truck center to the other. The outboard portions of the center sill may be identified as the draft sills 36 in which the draft gear and couplers 34 are mounted. Draft sills 36 are extensions of center sill 30 that extend longitudinally outboard of (and often include) the truck center to the striker 32.

At each of end sections 26, 28 there is a truck center, which mounts to a respective one of trucks 24. At each truck center there is main lateral structural member identified as a main bolster 46. Main bolster 46 is a cantilevered, moment-connected beam. The outboard ends of main bolster 46 are connected to side sills 42, 44. Side sills 42, 44 run lengthwise along either side of underframe assembly 22, and are structurally connected to center sill 30 by an array of laterally extending structural members which includes main bolsters 46 and may include cross-bearers and cross-ties (not shown).

A cross-bearer is a beam having a first end connected to the center sill at a moment connection that can transmit a bending moment, such that the cross-bearer is also a cantilever that has its root, or built-in end at the center sill. The second end or distal end or transversely outboard end of each cross-bearer is connected to the associated side sill running along that side of the car. The side sills are themselves beams, typically of hollow or open section, formed with an upper flange, a lower flange, and a medial portion that functions as a web to carry shear between the upper and lower flanges. Side sills, such as those in 89 ft flat cars, may sometimes have a somewhat C-shaped section, with the open part of the C facing toward the center sill and the webs of the cross-bearer and cross-ties extending into the C and forming a connection.

Underframe 22 supports a main deck 40, which may include not only the surface decking, but also a set of longitudinal deck stringers that span the lateral cross-bearers and cross-ties (as may be) and provide support for the surface decking. Main deck 40 typically extends to either side of center sill 30 across the car from side sill to side sill 42, 44 and from end to end of the car, and provides a surface upon which to support lading. The decking may lie over, or define upper flanges of the center sill, main bolsters, cross-bearers, cross-ties, and side sills of the underframe. The deck sheeting of the end sections of the cars may be, or may define, shear webs or shear plates 48 that provide a shear connection in the x-y plane of the center sill, main bolsters, side sills, and end sill, and, typically, the first cross-bearer longitudinally inboard of the main bolster. In some instances, main deck 40 may provide a driving pathway for wheeled vehicles. Main deck 40 is supported by side sills 42, 44, center sill 30, cross-bearers and such cross-ties as may be, and may form the top flange of one or more of them. As shown, for example, main deck 40 forms, or is substantially flush with, the top cover plate (i.e., top flange) of center sill 30, over most or all its length. The main deck may be open at the ends such that wheeled vehicles may be end-loaded. Car 20 has stake pockets 58 spaced along side sills 42, 44.

Most cars in interchange service are currently limited to the “110 Ton” standard of 286,000 lbs., gross weight on rail (GWR). They are also limited in cross-sectional width and height, according to the applicable plate diagram, be it AAR Plate C, AAR Plate F, or some other AAR Plate size; and in length according to swing-out for cars having truck centers spaced more than 46′-3″ apart. Whether for Plate C, Plate F, or any other plate, no car in interchange service can exceed 10′-8″ width. The main structure of the car is exposed to loads in draft (longitudinal tension) and in buff (longitudinal compression). Those loads may be idealized as being applied at the coupler centerline height. For railroad cars with new wheels and empty of lading, that height is 34½″, 32½″ at full load. Another datum dimension is that of the top cover of the center sill, which may sometimes be in the range of 41″ to 43″ depending on the size of draft gear. An 89 ft flat car is often the kind of car that bulks out before it cubes out. It is often used for low density lading. However, 89 ft flat cars may also present the opportunity to carry higher density lading. In some instances it may be used for varying concentrated lading. The lading may have regular rectangular sides and a generally cubic or elongated cubic form. In one example the lading may have the form of metal ingots or billets or slabs. In a particular example, those ingots or billets or slabs may be aluminum.

In the case of higher density, more compact lading, as with all lading, it is desirable that lading be immobilized, so that it is obstructed from shifting during travel. To that end pre-existing car 20 is provided with lading retention apparatus 50 used to retain lading. Lading retention apparatus 50 may also be referred to as a “set” of lading retention apparatus. Retainer apparatus 50 may include, and in the examples shown does include, a longitudinal retainer, or longitudinal retainer assembly, 52, and a lateral retainer, or lateral retainer assembly, 54. In use there may be, and in the example shown there is, a first longitudinal retainer or retainer assembly 52 and a second longitudinal retainer or retainer assembly 52, the first and second longitudinal retainers being opposed (i.e., spaced apart, facing each other) with lading such as an aluminum or other ingot 100 (or such lading as may be) is located longitudinally between them, the longitudinal retainers 52 being located to obstruct motion of ingot 100 in the longitudinal direction, thereby to prevent its shifting or escape lengthwise (i.e., in the direction of the x-axis). Similarly, there may be, and as illustrated there is, not only a first lateral retainer assembly 54 but also a second lateral retainer assembly 54, and such further third, fourth, fifth and so on lateral retainer assemblies 54 as may be. The lateral retainer assemblies, however many of them there may be, are positioned to obstruct lateral motion of ingot 100 (or such other lading as may be), thereby to discourage shifting or escape of the ingot in the side-to-side direction (i.e., in the direction of the y-axis). A “set” of lading apparatus may include apparatus to (a) discourage longitudinal shifting of the lading; and (b) discourage lateral shifting of the lading. Additional vertical support may be provided using beams or baulks of timber 56 located among the array of lateral retainer assemblies 54, those supplemental supports not being provided with lateral stabilizers or abutments, but merely providing more vertical load distribution.

In FIGS. 1 and 2a, longitudinal retainer 52 has the form of a retainer 60. In the example of FIGS. 1 and 2a, retainer 60 is a fixed-position longitudinal retainer 70. Retainer 70 has a deck engagement interface 62 and a lading engagement interface 64. They are connected by reaction members 66. As shown, deck engagement interface 62 includes a shear plate 68 that extends in the x-y plane to overlie deck members of decking 40. In the example shown, shear plate 68 overlies shear plate 48 of end section 26 or 28 as may be. Shear plate 68 has an array of engagement fittings 72 that are pre-located to correspond to existing engagement fittings in decking 40, and, in particular, in shear plate 48. Those fittings of shear plate 68 and decking 40 are mutually engaging, as when joined together by threaded hardware, or other releasable fittings by which retainer 60 may be engaged with or disengaged from car 20, as may be desired from time-to-time. Shear plate 68 defines the anchorage of retainer 60.

Lading engagement interface 64 may have the form of an abutment array or abutment wall 74. In the example shown, abutment wall has the form of a wall sheet 76 which is backed by lateral reinforcement 78. Wall sheet 76 has a “front” face that faces toward, and in use may engage, lading 100. Wall sheet 76 has a “rear” face that faces away from lading 100. Lateral reinforcement 78 may have the form of a hollow structural section such as a seamless steel tube or a channel section welded toes-in to the rearward face of wall sheet 76.

Retainer 60 may also have a top sheet 80 that defines an upper flange of retainer 60. Effectively shear plate 68, wall sheet 76 and top sheet 80 form a channel section in which wall sheet 76 is the back of the channel; and shear plate 68 and top sheet 80 define upper and lower legs of the channel. The channel so defined has asymmetric legs, top sheet 80 being smaller than shear plate 68. In the example shown, top sheet 80 has a greater depth in the x-direction at mid span, and has respective left and right wing that taper to a smaller distal ends. Shear plate 68, wall sheet 76 and top sheet 80 may be profile cut as a single piece, and then be pressed into a single-piece channel. Alternatively, the three components may be welded together.

Retainer 60 also includes internal load transfer members, identified as left-hand and right-hand inboard members 82, 84, and left-hand and right-hand outboard members 86, 88. Inboard members 82, 84 define substantially triangular, or trapezoidal gussets that have a lowermost margin that mates with shear plate 68 substantially in line with the vertical plane of the vertical shear webs of the underlying center sill 30. They have a second edge that mates with the rear face of wall sheet 76. The second edge is notched to form an accommodation for lateral reinforcement 78. They have a third, upper, edge that mates with the underside of top sheet 80. Inboard members are webs with a bent outer flange, with the flange forming the diagonal hypotenuses between top sheet 80 and shear plate 68. A further shear plate 90 is welded to the spines 92 of inboard members 82, 84. Outboard members 86, 88 are substantially similar to inboard members 82, 84, but are proportionately smaller in the x-direction given the smaller tapered end of top sheet 80 and the chamfered outboard corners of shear plate 68. That is, outboard members are largely triangular or trapezoidal and have their lower edges welded to shear plate 68, their forward edges welded to wall sheet 76, and their top edge welded to top sheet 80. The sloped edge of outboard members 86, 88 is bent to form a flange that then defines the respective spine 92, as with inboard members 82, 84. A lifting opening 94 is provided in the upper outside corner of the outside web of outboard member 86, 88 to aid in adjustment of the position of retainer 60.

Retainer 60 may also be provided with further internal load transfer members, identified as load spreaders 96 that are mounted to the rear side of the lower margin of the main vertical lateral sheet 76 and to horizontal lateral main shear plate 68. Load spreaders 96 are load transfer members that have a set of vertically extending webs or gussets 95 and a horizontal top plate 97.

Horizontal top plate 97 may be, and in the embodiment illustrated is, horizontal and planar and parallel to main shear plate 68, and spaced away from it by a distance generally comparable to the vertical thickness height of beam 56. The spacing distance may be greater than that height. Gussets 95 form a set of vertical shear webs that extend between and are connected to top plate 97 and main shear plate 68. The tails of gussets 95 are longer than the width of top plate 97, such that the length of the mating junction of the lower vertex of gussets 95 to main shear plate 68 is longer than the mating junction of the upper vertex to top plate 97. Similarly, top plate 97 has tapered ends that extend past the last gussets 95. The inward facing vertex of top plate 97 and the respective upstanding inward vertices of gussets 95 are welded to the rear face of upstanding main lateral sheet 76. The function of load spreader 96 is then to stiffen main lateral sheet 76 at, or near to, the height at which the lower part of the lading billet may tend to encounter sheet 76.

A retainer 60 may be used at either end of car 20, as may be suitable. Alternatively, a different version of longitudinal retainer could be used. FIG. 3a shows a longitudinal retainer 50 in the form of retainer 110. Retainer 110 is an adjustable longitudinal retainer, which may be termed an adjustable bulkhead and which defines an example of a follower 93. That is, retainer 110 has a first portion 102 and a second portion 104. Second portion 104 is adjustably movable relative to first portion 102.

First portion 102 defines the deck engagement interface, or anchor, of retainer 110 that is mounted to car 20. To that end, first portion 102 includes a first plate or base plate or foot plate or shear plate 106. It has an array of shear plate engagement fittings 108 that are mutually engageable with the existing attachment fittings of shear plate 48 of car 20. Fittings 108 may be holes such as may be pre-formed or pre-drilled to match the pre-existing hole patterns in shear plate 48. As may be observed, shear plate 106 is broader than the width of the top cover plate of center sill 30. First portion 102 has a seat 112 with which a footing of second portion 104 engages in mating relationship. Seat 112 is an adjustable seat. In the example shown, seat 112 has the form of a track or seat rail, or rails 114 that define a track 91. Rails 114 have an array of indexing fittings 116. Indexing fittings 116 may have the form or a rack, or racks, or toothed rail or rails. In the embodiment shown, fittings 116 are holes, or apertures 118 spaced along a pair of spaced apart parallel upstanding webs 120, 122. In the example shown, webs 120, 122 are spaced apart a distance corresponding to the lateral spacing of the webs of center sill 30.

Second portion 104 is a kind of car that is slidingly movable along the track defined by upstanding webs 120, 122. Second portion 104 may be referred to as being, or having, the lading engagement interface 64. It has an upstanding lading engagement array 124 in the form of an upstanding wall sheet 126 extending in a y-z plane, and backed up by a laterally extending reinforcement 128 that is analogous to reinforcement 78, and may be formed with a hollow structural steel tube welded to the rear face of wall sheet 126, or, as shown, with a U-pressing in the form of a channel welded toes-in to the rear face of wall sheet 126.

The car defined by first portion 104 has a base plate or first plate, or bottom sheet 130 and a top sheet 132, both extending in x-y planes. Bottom sheet 130, upstanding wall sheet 126 and top sheet 132 may be formed of a single piece of steel sheet bent to form a channel section in which upstanding sheet 126 is the back and bottom sheet 130 and top sheet 132 form the spaced apart opposed legs of the channel section. The channel section has closing end caps 134, 136 at the outboard ends of its wings. Second portion 104 has a pair of inboard, or central, upstanding longitudinally extending webs 138, 140 that have the same shape as end caps 134, but, additionally, have a tapering tail that extends away from upstanding wall sheet 126. Similarly, bottom sheet 130 has a wing shaped form with a tapered tail, the tapered tail having a square-cut truncation of a width equal to or wider than the track defined by webs 120, 122. Webs 138, 140 are welded or fastened to bottom sheet 130, top sheet 132 and upstanding wall sheet 126.

Additionally, as in the general manner of retainer 60, described above, retainer 110 may also provide backing to reinforcement 128 with load spreaders 96, combining a set of webs or gussets standing upwardly of bottom sheet 130 and extending in planes parallel to longitudinally extending webs 138, 140 the same as, or similar to, webs 95 and such horizontal to plate, or plates, 97 as suitable. Those webs 95 may extend to a plane comparable to the plane of the upper leg of reinforcement 128, or to the plane of the lower leg, or both, and, similarly, there may be horizontal plates 97 spaced upwardly of bottom sheet 130 in either or both of those planes and spanning however many of webs 95 as may be.

Underneath bottom sheet 130, second portion 104 has a pair of spaced apart channels 142, 144 that are welded with their back to bottom sheet 130 and their legs or webs extending downward, with the openings of the respective channel admitting the upstanding webs 120, 122. That is, each of webs 120, 122 is bracketed by the legs of its respective engaging channel 142, 144, as may be. Each of channels 142, 144 has a set of indexing fittings 146, which, as in the case of webs 120, 122 are holes, or perforations. Those perforations may be on the same pitch spacing as the holes in webs 120, 122. Alternatively, the pitch spacing of one set may be a partial fraction of the other. For example, there may be holes on five inches pitches in one, and holes in 4-inch pitches (or six inches pitches, or as may be in the other) such that the resulting position resolution of the holes is one inch, as pairs of openings lines up and are occluded as second portion 104 moves along the track and exposes or occludes different hole pairs. When adjusted, shear pins are located in the various open hole pairs to immobilize second portion 104 relative to first portion 102. To that end, the inside leg of each of channels 142, 144 may have nuts welded thereto so that threaded fasteners may subsequently be driven into those nuts from laterally outboard, without access to the back-side of the hole. Finally, lifting openings 148 are formed in end cap plates 134, 136.

In operation, a first retainer 110 may be installed at one end of car 20, and a second, opposed, retainer 110 may be installed at the other end of the car. Alternatively, a retainer 60 may be installed at one end of the car, and an adjustable retainer 110 may be installed at the other end of the car. This may be suitable where the car is intended to move ingots of a known size repeatedly, so that the position of fixed retainer 60 can be pre-set, in the knowledge that the adjustment of retainer 110 can be set in a roughly symmetrical position relative to the longitudinal center plane of the car, with the adjustment accounting only for a small distance relative to the car length.

FIGS. 4a and 4b show lateral retainer fittings 150. Lateral retainer fittings 150 may be taken as being symmetrical about the longitudinal central plane of car 20. Lateral retainer fittings 150 have a first member 152, a second member 154 and a third member 156. First member 152 is an elongate member in the form of a cross-member that defines the spine of lateral retainer fitting 150, and that may be referred to, and may have the form of, a riser 160. Riser 160 may be formed of a structural steel section such as a channel section 162 having a back 164 and a pair of legs 166, 168. It also has a set of internal reinforcements such as web separators 170. First member 152 may also include a bottom flange 172. Flange 172 has widened ends 174. In the center first member 152 has a saddle 176 that includes a footplate 178 and a set of gussets 182 that are aligned with respective internal web separators 170. Those web separators 170 and gussets 182 are spaced apart a distance that corresponds roughly to the web spacing of the vertical webs of center sill 30. The side webs of channel section 162 are provided with indexing members 180. Indexing members 180 may include a toothed rack or other multi-positional engagement apparatus. In the embodiment shown, indexing members 180 are a series of apertures, or holes 184 formed in legs 166, 168. In use, saddle 176 seats on top of the top cover plate of center sill 30.

Second member 154 rides on first member 152, and thereby provides a laterally adjustable member relative to first member 152. Second member 154 is a lateral stabilizer and can also be termed a slider, or car or dog. It has a lading engagement member 190 that may have the form of a vertical web or flange or leg 192 of a structural member 194. Structural member 194 may be a formed steel section such as a channel, or seamless steel tube, or an angle iron as illustrated. Horizontal leg 196 of structural member 194 is welded to a pair of side members 198, 200. Side members 198, 200 may also be formed of structural sections, such as angle irons, channels, or, as shown, a closed section rectangular steel tube. Members 198, 200 are spaced apart in the x-direction a distance suitable for straddling, and sliding along, the cross-member defined by riser 160. One or other or both of side members 198, 200 may have a retainer 202 that engages the pin, and allows pin 210 to be retracted enough to allow for adjustment of the position of second member 154 along riser 160. Once engaged, pin 210 locks in place to prevent unintentional release. A pair of gussets 204, 206 and a diagonal plate 188 may be welded to vertical leg 192 and horizontal leg 196 to form a reinforced closed steel box section in the form of a prism such as may tend to discourage deflection of vertical leg 192. Side members 198 and 200 are provided with indexing engagement members 208. Indexing engagement members 208 may be a rack or teeth such as may engage a corresponding rack of riser 160. In the example shown, indexing engagement members 208 are apertures or holes 184 formed through side members 198, 200. Those apertures may be on different pitches than the apertures in the side webs of riser 160. Motion of second member 154 along first member 152 tends to align the various ones of apertures 208 with holes 184 of riser 160, such that a cotter pin or threaded fastener 210 may be driven home, thus providing a lateral shear link tending to immobilize the car defined by second member 154 on the track or guideway defined by first member 152. The mismatch of pitch spacings may tend to yield an incremental positioning resolution that is finer than the raw pitch spacing of either member. There are typically two second members 154, one at each end of riser 160. The two second members 154 are opposed such that the front faces of their respective vertical legs 192 are oriented toward each other in mutual opposition. Inasmuch as they are adjustable, they can be moved along riser 160 to find the best positioning relative to lading such as a crate or ingot.

Third member 156 has, is or defines, or may also be referred to as an end plate assembly. Assembly 156 is, or may include, an anchor, or anchor assembly 212 that, in use, engages deck structure 40 and inhibits motion of riser 160 in the x-direction and the y-direction of railroad freight car 20. Third member 156 may include a structural member 214 in the form of a stub section of a channel or hollow steel tube of square or rectangular shape sized to slide closely and within the profile of riser 160, in effect like a sliding piston within a cylinder. Third member 156 has a dog 216 that, in use, seats in a stake pocket. Dog 216 has a downwardly depending member, identified as a toe 220. The upper end of dog 216 extends upwardly into the inside of structural member 214 and is welded in place like shear plates or web separator. A bottom plate 222 may be welded along the bottom of, or be part of, structural member 214. A block 224 is welded to the underside of bottom plate 222. Block 224 functions as, or is, a vertical spacer that is thicker than the through thickness of flange 172 of riser 160. The depending leg of dog 216 is chamfered to facilitate entry into a stake pocket (or such other suitable pre-existing engagement fitting may be found along side sills 42, 44. Third member 156 has a foot 226 that may have the form of longitudinally extending flat bar that underlies structural member 214 and seats atop decking structure 40 or the top flange of side sill 42 or 44 in use. Foot 226 is welded to block 224. The extended end of foot 226 carries a further plate or block, or stop, or abutment (however it may be named) 230, 232. Widened end 174 of flange 172 is bifurcated, there being a rebate, or relief, or opening, or accommodation 234 formed therein, the width of that accommodation 232 being suitable to admit blocks 224 in sliding relationship in the y-direction, such that structural member 214 may move within riser 160. The bottom margins of sidewalls 236 of structural member 214 are captured vertically by the inwardly protruding margins of toes 238 of widened flange 174, which extend inwardly of sidewalls or legs 166, 168 of channel section 162. The spacing of abutments 230, 232 relative to block 224 and to each other is to capture toes 238 so that they can neither splay nor crush together, but rather must function as parallel slides that pass in the gap between block 224 and abutment 230, on one hand, or between block 224 and abutment 232 on the other. Abutments 232, 234 then function as retainers of widened flange 174.

The side webs 236 of structural member 214 are also provided with indexing members. As shown, they have the form of apertures or holes 186. In this case, holes 186 have the same pitch spacing as holes 184 of riser 160. On adjustment, a lateral pin driven through respective sets of aligned holes 186 and 184 will fix the position of riser 160 relative to the deck anchors defined by third members 156, those deck anchors then having their dogs or toes seated in respective stake pockets or other suitable accommodations. The maximum inboard travel of third member 156 within riser 160 is limited by the position of the first, or most outboard, web separator 170, which will then obstruct any further inboard travel.

In some circumstances the lading may be sufficiently wide that the second member is positioned far enough laterally outboard in the y-direction to overlap the position of third member 156, as indicated in FIG. 7a. In that circumstance a single long pin can be driven through all three. With fixed risers known to the inventor, there is no overlap in mounting points and slider locating points. With a congruent location hole resolution between the riser, slider, and anchor, the locating pin can go through both simultaneously, allowing for a wider ingot. That is, existing structural support (riser) systems have a fixed width which makes them specific to the car to which they are affixed. The apparatus described herein and shown in FIG. 7a has additional sub-assemblies and additional adjustment at the time of application to suit the width of car 20 to which the structural support, i.e., lateral retainer 54, is applied. An adjustable design allows riser 160 to be applied to many kinds of flat car of differing widths, as opposed to existing systems to support and secure ingot loads on flat cars that are specific to the dimensions of the one particular car design to which the lading support riser is mounted.

As can be seen in FIG. 5b, the adjustable riser design has a cut out, namely accommodation 234, in the base plate or bottom flange 172 of first member 152 to allow for the end plate of third member 156 to retract within riser 160. To maintain the width between the webs of sidewalls 166, 168, and between the webs defined by sidewalls 236, the bearing plates 226, 228 have two tabs, namely abutments 230, 232 that are coplanar with the base plate of flange 172 to constrain toes 238 of base plate 172.

The long cross-member is referred to as riser 160 because, in use, the lading, such as ingot 100, is raised off deck structure 40 by the vertical thickness of riser 160 (and of saddle 176). This distance will be equal to or greater than the height of vertical webs 120, 122 of the longitudinal retainer 110, for example. The height also permits the introduction of forks or hooks or grapples such at may be used by cranes or forklift members when loading and unloading ingots, billets, slabs, plates, or other lading from car 20.

The foregoing discussion contemplates a longitudinal lading retainer apparatus 50 that has the form of a fixed retainer 60 as in FIG. 2a or a different version of adjustable longitudinal retainer 110 of FIG. 3a. FIGS. 2b and 3b show an adjustable arrangement of lading retainer apparatus. In this arrangement, lading retention apparatus 240 may be taken as being the same as lading retention apparatus 50, except as described below, such that the description of lading retainer apparatus 50 provided above may be taken as applying equally to lading retainer apparatus 50 without the need of repetition of that foregoing description.

As seen in FIGS. 2b and 3b lading retention apparatus 240 includes an adjustable extension assembly 260 that includes an end wall assembly 242; a fixable frame 244; a pair of spaced apart longitudinally extending left-hand and right-hand side rails 246, 248 and a movable stop, or movable bulkhead assembly 250. In the example of FIGS. 2b and 3b, side rails 246, 248 are located generally above, or a bit laterally inward of, the side sills of the underframe structure more generally.

Frame 244 has a laterally extending base 252 and upstanding end legs 254, 256. Laterally extending base 252 may have, and in the example illustrated does have, a bottom flange, or bottom sheet 262 upon which a hollow structural section such as rectangular steel tube 264 is mounted. It is welded to bottom sheet 262 and extends across the railcar. Securements in the form of mechanical fasteners, such as bolts, secure sheet 262 to the main deck, or shear plate, 48 of the car body, using the pre-made attachment holes in plate 48. This attachment, which may be adjusted according to lading conditions, permits frame 244 to be fixed in a suitable position on shear plate 48, and fixed in place at a suitable longitudinal station along the railroad car. The thickness of steel tube 264 corresponds to the thickness of beams or baulks of timber 56 such that the lading billets of steel may rest upon steel tube 264.

Legs 254, 256 are upstanding end posts that have outside flanges 266 that are welded to sheet 262 and that cap the ends of steel tube 264 and extend upwardly therefrom. Legs 254, 256 have side webs 268 that overlap, and are welded to, the side webs of steel tube 264 and to outside flange 266. Side webs 268 are chamfered at the top end on the inside corner. An inside flange 270 is notched to provide a pair of bifurcated tabs that extend to sheet 262. The notch formed between the bifurcated tabs seats on steel tube 264. The top end of inside flange 270 is bent, first, to conform to the chamfer of webs 268, and second to form the top cap of legs 254, 256 and terminate at the upper margin of outside flange 266. When the seams are then welded, the junction of legs 254, 256 to the respective ends of steel tub 264 to form a structural knee that is resistant to lateral deflection. The flanged, chamfered corners co-operate to form a lead-in to frame 244. In that sense, frame 244 can be said to define a cradle, or nest, or accommodation for the lading. Upstanding legs 254, 256 resist lateral displacement of lading placed in that cradle or accommodation. Notably, webs 268 have apertures formed therein that closely admit the ends of rails 246, 248 that are slidingly received therethrough. That is, legs 254, 256 provide a vertical reaction to holds up rails 246, 248. There is, however, a degree of freedom of motion as between rails 246, 248 in the longitudinal direction of railroad freight car 20. As such, legs 254, 256 do not provide longitudinal reaction to the lading.

Side rails 246, 248 are provided with an array of apertures 258 formed therethrough. Movable bulkhead assembly 250 can also be referred to as a lading stop, or brake, or abutment, that may be similar in nature to a coil stop. It may have, and in the example of FIGS. 2b and 3b does have, the form of a beam 272 that extends across railcar 20 to span the space between left-hand and right-hand side rails 246, 248. Beam 272 may have the form of an I-beam having a pair of spaced apart flanges 274, 276 joined together by a web 278. In this example, the ends of web 278 have been trimmed away, and the ends of flanges 274, 276 have been trimmed to yield bi-furcated tab on either sides of respective notches. At each end of beam 272 a channel section 280 is seated in the accommodation formed by trimming the ends of web 278 and forming the notches in flanges 274, 276. Channel sections 280 are welded in place with the open side of the channel facing outward. The length of channel sections 280 corresponds to the depth of beam 272 over flanges 274, 276. Channel sections 280 seat in sliding relationship on rails 246, 248.

The toes of channel sections 280 have apertures formed in them. Those apertures are on pitch spacings corresponding to the pitch spacing of apertures 258 of rails 246, 248. Those apertures admit the introduction of locks 282. Locks 282 have the form of steel pins of corresponding size to apertures 258 and to the apertures in channel sections 280. The pins are welded to tabs that are permanently flexibly connected to web 278 by flexible cables (as shown) or by chains. These cables or chains permit locks 282 to be removed while retaining them and preventing them from being lost inadvertently. When the pins of locks 282 are in place, they inhibit longitudinal motion of movable bulkhead assembly 250 relative to rails 246, 248, and therefore relative to end wall assembly 242 and to the body of railcar 20 more generally. In that state, the longitudinally outwardly facing flange 274 then defines a lading engagement interface against which the lading may abut. Locks 282 are movable between an engaged (or locked) position in which movable bulkhead assembly 250 is inhibited from motion; and a disengaged (or unlocked) position in which movable bulkhead assembly 250 is free to move.

Movable bulkhead assembly 250 may include internal gussets 284 at intermediate locations along web 278, and welded to the respective wings of flanges 274, 276 and to web 278 to discourage deflection of flange 274 in use. Assembly 250 has one or more handles 286 by which personnel may adjust the position of movable bulkhead assembly 250 by sliding it along side rails 246, 248. Once positioned, locks 282 are installed to keep movable bulkhead assembly 250 in position. As may be noted, side rails 246, 248 have end plates, or feet, 288 that are fastened to the front facing wall sheet 76 of end wall assembly 242, and thereby immobilize side rails 246, 248. Side rails 246, 248 may tend to be mounted at a height generally corresponding to the height of reinforcement 78, with the end plates or feet 288 being mounted near the ends of reinforcement 78 such that the loading is also taken into the web defined by outboard member 86, 88 of reaction members 66. In use, should the lading shift in travel, it will tend to be arrested by movable bulkhead assembly 250, with the load path running from the lading into beam 272, through locks 282, into said rails 246, 248, and from them into end wall assembly 242.

It may also be noted that in the example of FIGS. 2b and 3b, lading retention apparatus 240 has a load spreader 290 mounted to the forward portion of shear plate 68 that extends forwardly (i.e., longitudinally inboard toward the lading) of wall sheet 76. It includes a set of gussets 292 spaced across the face of sheet 76, and a top plate 294 that is mounted to the top edges of gussets 292 to form a stiffened boxing structure. The respective edges of gussets 292 are welded in the horizontal plane to shear plate 68, and vertical edges that are welded to the face of sheet 76. Top plate 294 is welded to gussets 292 and to the front face of sheet 76. The height of top plate 294 is lower than the underside of beam 272, such that movable bulkhead assembly 250 is movable to a fully retracted position in which flange 276 of beam 272 bottoms on feet 288, and beam 272 is largely located above top plate 294.

The examples of FIGS. 3a and 3b each provide a lading retainer. In the first instance lading retention apparatus 110 of FIG. 3a has a central spine 92 that extends length-wise above the center sill of the railroad freight car deck structure. The central spine defines a track 91, in this case that track 91 including upstanding webs 120, 122, and the abutment wall is mounted to a follower 93 in the form of adjustable longitudinal retainer 110 that rides that track 91. In the second instance lading retention apparatus 240 of FIG. 3b defines the spine 92 that has a pair of side rails; and there is a movable bulkhead assembly that defines or includes the abutment wall. The side rails define track 91 and the movable bulkhead is, collectively, a follower, or follower assembly that is mounted to ride on the side rails.

Although FIG. 1 shows both a lading retention apparatus 50 at one end of railroad freight car 20 and lading retention apparatus 240 at the other end of railroad freight car 20, it is possible for railroad freight car 20 may have a pair of first and second lading apparatus 50, i.e., at both ends. Alternatively, railroad freight car 20 may have first and second lading retention apparatus 240, i.e., at both ends. Or railroad freight car may have one at one end, an the other at the other end, as shown.

Further in the method of using those removable lading retainers on a railroad freight car having a flat deck, the method that includes removably mounting the lading retainers on the flat car deck; adjusting the lading retainers to receive the lading; and securing the lading to be obstructed by the lading retainers, also includes using an adjustable moving bulkhead assembly as the lading retainer. That adjustable moving bulkhead assembly can be mounted on a single rail, such as a central rail mounted over the center sill, or on a pair of spaced apart rails mounted generally over the side sills.

Various embodiments have been described in detail. Since changes in and or additions to the above-described examples may be made without departing from the nature, spirit or scope of the invention, the invention is not to be limited to those details. As may be understood without further multiplication and repetition of description, the various features of the several embodiments may be mixed and matched as appropriate.