Rail road car with lading securement storage apparatus

FIELD OF THE INVENTION

This invention relates generally to center beam rail road cars and to lading securement apparatus for those rail road cars.

BACKGROUND OF THE INVENTION

Center beam rail road cars, in cross-section, generally have a body having a flat car deck and a center beam web structure running along the longitudinal center-line of, and standing upright from, the deck. The center beam structure is carried on a pair of rail car trucks. The rack, or center beam structure, has a pair of bulkheads at either longitudinal end. The bulkheads extend transversely relative to the rolling direction of the car. The lading supporting structure of the body includes laterally extending deck sheets or bunks mounted above, and spanning the space between, the trucks.

The center beam web structure is typically in the nature of an open frame truss for carrying vertical shear and bending loads. It stands upright from the deck and runs along the longitudinal centerline of the car between the end bulkheads. This kind of webwork structure can be constructed from an array of parallel uprights and appropriate diagonal bracing. Typically, a center sill extends the length of the car, and the posts extend upwardly from the center sill. Most often, a top truss assembly is mounted on top of the vertical web and extends laterally to either side of the centerline of the car. The top truss is part of an upper beam assembly, (that is, the upper or top flange end of the center beam) and is usually manufactured as a wide flange, or wide flange-simulating truss, both to co-operate with the center sill to resist vertical bending, and also to resist transverse bending due to lateral horizontal loading of the car while travelling on a curve. The center beam thus formed is conceptually 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.

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 decking and below the lateral wings of the top truss on each side of the vertical web of the center beam forms left and right bunks upon which bundles of wood can be loaded. The base of the bunk often includes risers that are mounted to slant inward, and the vertical web of the center beam is generally tapered from bottom to top, such that when the bundles are stacked, the overall stack leans inward toward the longitudinal centerline of the car.

Lading is most typically secured in place using straps or cables. Generally, the straps extend from a winch device mounted 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 wing 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 winch, it binds on the upper outer corner of the topmost bundle and exerts a force inwardly and downwardly, tending thereby to hold the stack in place tight against the center beam web.

Each bundle typically contains a number of pieces of lumber, commonly the nominal 2″×4″, 2″×6″, 2″×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 1½ inch thick, making 31½ inches, and may include a further 1½ 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. For bundles of kiln dried softwood lumber the loading density is typically taken as being in the range of 1600 to 2000 Lbs. per 1000 board-feet.

Existing center beam cars tend to have been made to fall within the car design envelope, or outline, of the American Association of Railroads standard AAR Plate C, and tend to have a flat main deck that runs at the level of the top of the main bolsters at either end of the car. In U.S. Pat. No. 4,951,575, of Dominguez et al., issued Aug. 28, 1990, a center beam car is shown that falls within the design envelope of plate C, and also has a depressed center deck between the car trucks.

In center beam cars having a top truss with cantilevered truss wings extending transversely outboard from the top chord, the typical method of securing the lading, namely the bundles of lumber, in place is to fasten an array of cables, or webs, to the outboard wings of the top truss, to run the cable or web outboard about the lading, and then to anchor each cable, or web at deck level using a winch device. The winches and cables (or webs) are usually spaced along the car on pitches corresponding to the longitudinal pitch between the various upright posts of the center beam, typically on about 4 ft centers. If the car is not fully laden, the cables, or webs, can typically be hooked to attachment fittings at lower heights on the center beam posts.

In some types of center beam cars, and in some types of bulkhead flat cars that do not have center beams, or center partitions, the cables or webs have one end anchored on one side of the deck, and the web or cable is thrown clear over the lading to the other side of the car, and then a winch on the other side of the car is used to tighten the cable or web in place at the given longitudinal station. In some cases a spacer, or load spreader bracket is placed between the cable and the lading at the outer top corner of the lading where the cable by itself might otherwise dig into the lading when tightened.

The present inventors prefer webs as opposed to cables, such as were formerly more commonly used. The webs tend to be made of woven nylon (t.m.) or polyester, or PVC, and can be obtained, typically in 4 inch wide bands, although other widths are available. Typically the winch device has a spindle with a gear on one end that co-operates with a pawl. The spindle has a central slot through which the web can be wrapped, and then a bar is fed into an eye at the end of the spindle, and the end of the web is spooled up until tight. The pawl discourages the gear from turning in the loosening direction. ¾ drives are also used to tighten the web. The square for the ¾ drive can also be in the spindle, near the eye.

It has been suggested that these webs can withstand significant tensile loads, possibly as much as 20,000 lbs. in tension. The webs tend to be portable, and moderately expensive to replace. As such, they are quite attractive to thieves since a web band of this nature can be put to many household, cottage, or other uses not necessarily intended by the rail car manufacturer or operator. The webs are all the more attractive for unintended purposes if they are particularly long, as is the case when the web is of sufficient length to be passed entirely about the load from one side of the car to the other. Aside from their attractiveness to thieves, the webs may also be susceptible to needless damage during loading and unloading of the railroad cars, and when stowed for an empty return passage.

When the cars are being returned empty, the straps are typically tightened directly between the center beam and the winch, and remain exposed to the weather. Also, in remaining exposed, the webs may attract the attention of opportunistic thieves in a way that they might not otherwise do if stored out of sight. It would be advantageous to have an apparatus that permits the webs to be collected in a fashion suitable for storage, such as a reel, and a storage compartment that may keep the reeled up webs out of sight during empty operation of the cars.

A flat deck center beam car, whether having inclined risers and tapered posts or a fully planar horizontal deck with vertically sided posts will typically have a main deck height of approximately 41 inches above top of rail. Yard personnel working adjacent to the car may find this to be a convenient working height, like a tall work bench. It may not be a convenient height to climb without a ladder or footstep. In such a situation it may be advantageous to have a reeling mechanism for spooling the webbing that is located near or at the side sill. As such, a person standing adjacent to the rail car may be able to operate the mechanism without ascending the deck. In this position it would be advantageous to have a reeling mechanism, and a storage mechanism that is located in, or movable to, a position clear of the deck so that it does not obstruct loading or unloading.

By contrast, for a dropped deck center beam car having a depressed central deck portion the medial deck height may be of the order of 20 to 30 inches above top of rail, and may tend to be mounted relatively easily without the need for a ladder. Further, if the end portions are raised to a height of 50 to 60 inches above top of rail, it may be easier first to ascend the medial portion of the deck, then to ascend the end portions of the deck and to work from deck level rather than working from trackside. In such a situation, a reeling mechanism and storage boxes placed in the space between the posts of the center beam may be advantageous.

SUMMARY OF THE INVENTION

In an aspect of the invention there is a center beam rail road car having a deck structure upon which lading can be supported. The deck structure is carried by spaced apart rail car trucks. A central beam structure runs along the deck structure and extends upwardly therefrom. The rail car has lading securement apparatus for restraining lading carried upon the deck structure. Lading securement storage apparatus is mounted to the deck structure. The lading securement apparatus includes at least one band of webbing for wrapping about the lading, securing equipment mounted to at least one of (a) the deck structure and (b) the central beam structure, by which to anchor the webbing to at least one of (a) the deck structure and (b) the central beam structure. The lading securement storage apparatus includes a winder mounted to the deck structure, the winder being operable to form the band into a storage configuration; an enclosure mounted to the deck structure, the enclosure having a storage space defined therein for accommodating the band. The deck structure being free of obstruction by the winder and the enclosure when lading is carried by the deck structure.

In an additional feature of that aspect of the invention the securing equipment includes at least one end attachment fitting by which to anchor an end of the band of webbing to at least one of (a) the deck structure and (b) the central beam structure. A tightening member is mounted to one of (a) the deck structure and (b) the central beam structure, the tightening member being operable to anchor another end of the band and to tighten the band about the lading. In another feature, the deck structure includes a pair of first and second spaced apart side sills and the tightening member is a winch mounted to one of the side sills. In a further additional feature, the deck structure includes a pair of first and second spaced apart side sills, and the attachment fitting is a winch mounted to one of the side sills.

In still another feature, the winding mechanism includes a first member having a socket and a removable crank member engageable with the socket. In still another additional feature, the first member is movably connected to the deck structure and is movable between a spooling position proud of the deck structure to an inoperative position shy of the deck structure. In yet another feature, the first member is pivotally attached to the deck structure and is movable between a spooling position proud of the deck structure and an inoperative position in which the deck structure is free of obstruction by the first member. In still another feature, the first member is movable to a retracted position lying within the enclosure.

In yet again another additional feature, in the operative position, the first member is located above the enclosure and the crank member is releasable from the socket once a reel is formed thereon, whereby a reel formed on the crank can fall into the enclosure when the crank is disengaged from the socket. In still another feature, the first member is rigidly fixed to the enclosure, and the enclosure is pivotally mounted to the deck structure. In a further feature, the enclosure has a lid, the deck structure defines a lower lading bunk interface above which lading is carried, and in the inoperative position of the first member, the lid lies one of (a) flush with the interface and (b) shy of the interface.

In a yet further feature, the winder includes a crank and the enclosure has a socket in which to mount the crank for winding the webbing. In a further additional feature, the enclosure is movably mounted to the deck structure. In another feature, the car has lading bunk envelopes defined above the deck structure and to either side of the central beam structure. The winder includes a crank. The enclosure has a pair of opposed walls having apertures formed therein to define a socket for receiving the crank in a position for winding the webbing and the enclosure is pivotally mounted to the deck structure, the enclosure being movable to a stored position clear of the lading bunk envelopes.

In another aspect of the invention there is a rail road car having a deck structure for supporting lading, the deck structure being supported on railcar trucks for rolling motion along railroad tracks. Lading securement apparatus is connected to the deck structure, the lading securement apparatus including at least one web band for wrapping about the lading and at least one tightening mechanism operable to draw the band tight about the lading to restrain the lading relative to the deck structure. A lading securement storage apparatus is mounted to the deck structure, the lading securement storage apparatus including an enclosure mounted to the deck structure, the enclosure having an opening defined therein for admitting the web band to be placed within the enclosure. The enclosure is movable to a first position in which the opening is exposed to permit the web band to be introduced therein. The enclosure being movable to a second position in which the opening is obstructed.

In an additional feature of that aspect of the invention, the enclosure is mounted at a hinge, and is pivotable about the hinge between the first and second positions. In another feature, the storage apparatus includes a winding apparatus mountable therewith, the winding apparatus being operable to coil the web band. In still another feature, the winding apparatus includes a crank. In yet another feature, the crank includes a radial slot through which the web band can be threaded. In still another feature, the enclosure includes a socket, and the lading securement storage apparatus includes a crank mountable within the socket for coiling the web band.

In another aspect of the invention there is a center beam rail road car having a deck structure carried upon spaced apart rail car trucks and a central beam assembly running along the deck structure and standing upwardly thereof. Bunks for carrying lading are defined to either side of the central beam structure above the deck structure. The central beam structure having an array of posts standing upwardly of the deck structure. There are lading securement apparatus for securing lading in the bunks, the lading securement apparatus including web bands for wrapping about the lading. There is at least one storage enclosure mounted between a pair of the posts. At least one winder mechanism is mounted between a pair of the posts for reeling the bands. A storage enclosure for accommodating wound web bands is mounted between a pair of the posts.

In an additional feature of that aspect of the invention, the winder includes a crank having a shaft about which to wind the web bands, the shaft having an axis oriented longitudinally relative to the rail road car. In another additional feature, the storage enclosure has a movable lid controlling access thereto, and the movable lid has a fitting by which the lid can be secured in place with a lock.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other aspects and features of the invention may be better understood with the aid of the accompanying illustrative drawings.

FIG. 1

a

shows an isometric, general arrangement view of a center beam rail road car having a straight-through main deck, according to the present invention;

FIG. 1

b

shows an isometric, general arrangement view of a dropped deck center beam rail road car with a reduced height top chord without a laterally extending truss, an alternative to the center beam rail road car of

FIG. 1

a;

FIG. 1

c

shows a mid-span cross-section of the dropped deck center beam rail road car of

FIG. 1

b;

FIG. 1

d

shows an isometric, general arrangement view of a center beam rail road car having a straight-through main deck and a reduced height top chord, another alternative to the center beam rail road car of

FIG. 1

a;

FIG. 2

shows a side view of one half of the center beam car of

FIG. 1

a;

FIG. 3

a

shows section ‘

3

a

—

3

a’

of the car of

FIG. 2

facing a cross-tie;

FIG. 3

b

shows section ‘

3

b

—

3

b’

of the car of

FIG. 2

facing a cross-bearer;

FIG. 4

a

shows an isometric view of a storage box and co-operating crank for suitable for use with the center beam rail road car of

FIG. 1

a;

FIG. 4

b

shows a side view of the storage box of

FIG. 4

a;

FIG. 4

c

shows an end view of the storage box of

FIG. 4

a;

FIG. 5

a

shows a view of the storage box of

FIG. 4

a

as installed on a rail car, showing the storage box in both raised and lowered positions;

FIG. 5

b

shows a side view of the installation of

FIG. 5

a;

FIG. 5

c

shows a top view of the installation of

FIG. 5

a;

FIG. 6

a

shows a view similar to

FIG. 5

a,

of an empty storage box;

FIG. 6

b

shows the storage box of

FIG. 6

a

in a raised position;

FIG. 6

c

shows the storage box of

FIG. 6

a

with an end of a web band fed through the crank, at the start of winding;

FIG. 6

d

shows the storage box of

FIG. 6

c

during reeling of the web band;

FIG. 6

e

shows the storage box of

FIG. 6

a

with the reel fully wound and crank removed;

FIG. 6

f

shows the storage box of

FIG. 6

a

full and placed in the lowered position;

FIG. 7

a

shows an alternate storage box to that of

FIG. 6

a

having a different position retention mechanism;

FIG. 7

b

shows the storage box of

FIG. 7

a

in the lowered position;

FIG. 7

c

shows an alternate arrangement showing a movable crank holder and fixed storage box;

FIG. 7

d

shows the movable crank holder of

FIG. 7

c;

FIG. 8

a

shows an array of double reel storage boxes as an alternative to the installation of

FIG. 7

a;

FIG. 8

b

shows a top view of the installation of

FIG. 8

a;

FIG. 8

c

shows a side view of the installation of

FIG. 8

a;

FIG. 9

a

shows an alternate winding and storage apparatus installation to that of

FIG. 8

a;

FIG. 9

b

shows a side view of the apparatus of

FIG. 9

a

in a raised position;

FIG. 9

c

shows a side view of the apparatus of

FIG. 9

a

in a lowered position;

FIG. 9

d

shows a top view of the apparatus of

FIG. 9

a

in the lowered position;

FIG. 10

a

shows an isometric view of a winding apparatus for the center beam rail road car of

FIG. 1

b;

FIG. 10

b

shows an end view of the winding apparatus of

FIG. 10

a;

FIG. 10

c

shows a side view of the winding apparatus of

FIG. 10

a;

FIG. 11

a

shows an isometric view of a web band storage box for the center beam rail road car of

FIG. 1

b;

FIG. 11

b

shows a side view of the storage box of

FIG. 11

a;

FIG. 11

c

shows a top view of the storage box of

FIG. 11

a;

FIG. 11

d

shows a sectional view of the storage box of

FIG. 11

a;

FIG. 12

a

shows an isometric view of an alternate web band storage box to that of

FIG. 11

a;

FIG. 12

b

shows a section view ‘

12

b

—

12

b’

of the storage box of

FIG. 12

a;

and

FIG. 12

c

shows a section view ‘

12

c

—

12

c’

of the storage box of

FIG. 12

a.

DETAILED DESCRIPTION OF THE INVENTION

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.

In terms of general orientation and directional nomenclature, for each of the rail road cars described herein, the longitudinal direction is defined as being coincident with the rolling direction of the car, or car unit, when located on tangent (that is, straight) track. In the case of a car having a center sill, whether a through center sill or stub sill, the longitudinal direction is parallel to the center sill, and parallel to the side sills, if any. Unless otherwise noted, vertical, or upward and downward, are terms that use top of rail TOR as a datum. The term lateral, or laterally outboard, refers to a distance or orientation extending cross-wise relative to the longitudinal centerline of the railroad car, or car unit, indicated as CL-Rail Car. The term “longitudinally inboard”, or “longitudinally outboard” is a distance or orientation relative to a mid-span lateral section of the car, or car unit.

A center beam railroad car is indicated in

FIG. 1

a

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.

The structure of a center beam car, such as in

FIGS. 1

a

and

2

as

20

, 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 the car center line

25

.

In detail, as shown in

FIGS. 3

a

and

3

b,

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

(

FIG. 2

) 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, cross members in the nature of 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 members when side loads are imposed on the car. Decking

46

has deck sheeting lying flush, or roughly flush, with the top flange of main center sill

36

, roughly 41 inches above top of rail. Tapered risers

48

are mounted above the cross members to form the base, or lower, upwardly facing, lading interface of a bunk for carrying loads, the upper surfaces of risers

48

lying substantially in a common plane. That is, although the deck is considered to be conceptually planar, there is a longitudinal camber of the deck structure generally, but for which the upper surfaces of risers

48

lie in a common plane. When car

20

is fully loaded, the deck structure will tend to deflect toward a true planar condition. 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

, cross-ties

41

, 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

. As also shown in

FIG. 3

a,

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 13½ inches wide, and at the top portion the 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 &agr; defined (from the vertical) by the slope of the taper of web

74

. In the embodiment of

FIG. 1

a,

&agr; (shown in

FIG. 3

b

) 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

may generally have an H-shape, with web

74

extending laterally between 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

86

welded at the juncture of the base of one of the posts

56

(or

57

) and main center sill

36

, and a second diagonal end rooted in an upper lug

88

at the juncture of another adjacent post

56

(or

57

) and top chord assembly

62

. Midway along its length, diagonal beam

58

(or

59

) passes through a post

57

intermediate the posts

56

(or

57

) 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 risers

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 risers

48

. In the embodiment of

FIGS. 2 and 3

a

, 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.

Webbing bands, identified as straps

92

, (

FIG. 3

a

) 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 as indicated in

FIG. 3

a,

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) or other device such as a ¾ inch ratchet drive. When tightened, straps

92

bear against the outboard, upper corners of bundles indicated as

96

, tending to force their inboard, upper regions, indicated generally as

98

, most tightly against the upright car structure that extends parallel to plane of symmetry

26

, namely array

54

and the outer shank, or skirt of stem

69

of upper beam assembly

60

.

Straps

92

are preferably web bands made of a woven synthetic fibre, such as NYLON or polyester or PVC, with a fastening attachment anchor fitting at one end. The web bands may be typically 4″ wide. The anchor fitting can be a hook, or ring, or loop to which the web material itself is sewn, such as by folding an end over a loop or bar, and then sewing the band back on itself. It the embodiment of

FIG. 1

a

, for example, the anchor fitting (

FIG. 3

a

) is a loop, identified as item

93

, that mates with a fitting in the nature of a catch, or hook, located alternatively on the wing extremities when the car is fully loaded, or on the vertical posts at intermediate heights corresponding to lower loading heights of bundles. In cars employing steel cables rather than web bands, item

93

could be a short length of chain mounted to the end of the cable, the links of the chain being engageable with a notched fitting on the top truss wings.

When the car is unloaded, as shown in

FIG. 1

a,

straps

92

can have their far ends engaged in one of the intermediate notches mounted to the posts. In this position the other end of the strap is fed through the slot, or eye, in the shaft of winch mechanism

94

, and wound until tight. The car can then be returned empty with straps

92

secured in this position. However, it is preferable to remove the band (i.e., strap

92

) from winch mechanism

94

, to reel it up, and to store it in a coil in a storage box. To that end car

20

has a lading securement storage apparatus, indicated generally as

100

.

Apparatus

100

includes a reeling mechanism

102

(

FIG. 4

a

), described in more detail below, and a storage mechanism

104

. In the embodiment illustrated in

FIGS. 1

to

3

b,

the deck structure has rectangular reliefs

106

cut in the deck sheets (i.e., decking

46

) adjacent to the junction of successive cross ties

41

with the respective side sills

42

,

44

. It is advantageous for there to be a number of reliefs corresponding to the number of straps

92

, to be stored. These reliefs provide access to, and accommodate, a movable storage enclosure having the form of a generally rectangular box,

108

.

Box

108

has a thickness, or small dimension ‘L’ corresponding to the width of the web bands, although somewhat wider, such as about 7″ to allow for moderately uneven winding of a narrower reel, such as a reel formed of a 4 inch web, and to allow for easier removal by hand. Seen in the longitudinal direction looking along the side sill, as in

FIG. 4

c,

box

108

has a height ‘H’ and a width ‘W’ of comparable size, the width being larger than the height, and being suited to yield a box of height and depth for accommodating the wound web band. Box

108

has a top panel, identified as top wall

110

, a pair of left and right parallel, planar side panels identified as walls

112

,

114

that are welded to depend from the long side margins of top panel

110

; and a bent backing panel formed into a back portion identified as back wall

116

, and a bottom portion identified as bottom wall

118

. It may be noted that side walls

112

,

114

each have a diagonal nip, or chamfer

115

, at their lower inner corner (as seen in the raised position), this chamfer leaving a gap at the corner and thus providing a drain hole to discourage accumulation of water in box

108

.

As can be seen, top wall

110

, back wall

116

and bottom wall

118

are welded about three sides or margins of the periphery of side walls

112

,

114

. The fourth side, or portion, of the periphery of side walls

112

,

114

is left open, except for a lip

120

formed upwardly at the distal end of bottom wall

118

. The opening defined between the fourth, unboxed portion of the periphery of side walls

112

,

114

, lip

120

, and the distal edge, or margin of top wall

110

is of a size to receive a reeled web band roughly 9 inches in diameter.

A sleeve

122

is welded along the outer surface of back wall

116

adjacent to the junction of back wall

116

with top wall

110

, and forms a pivot fitting on a shaft

124

(

FIG. 5

c

) that is mounted between a pair of bores,

125

,

126

formed in side bars

130

,

132

mounted to the underside of the deck panel

127

adjacent to the cross-ties. As such, box

108

is pivotally mounted to move between a raised position, shown in phantom lines in

FIG. 5

a

and a lowered, or storage position, shown in solid lines in

FIG. 5

a

. The fourth, open portion of the periphery of side walls

112

,

114

has an arcuate profile formed on a constant radius ‘R’ relative to the longitudinal axis of sleeve

122

. Notably, top wall

110

is shorter than this radius, such that a gap ‘G’ (

FIG. 5

c

) is left between the distal edge of top wall

110

and the inner edge of the side sill, be it

42

,

44

as the case may be. The gap ‘G’ permits the lifting of the box

108

to the open, or raised position.

The long margins of top wall

110

each have a lip

131

extending beyond side walls

112

,

114

, respectively to overlap the respective upper faces of bars

130

,

132

. As such, bars

130

,

132

also act as stops, or abutments limiting the travel of box

108

into the stored position. A retention fitting for maintaining box

108

in an open, or raised position is also provided. That is, a stay or prop in the nature of a pivotally mounted catch

128

is mounted to the underside of bottom wall

118

near lip

120

. Catch

128

has a hook shape, with one end being identified as a bent hook

129

. Catch

128

is pivotally mounted to box

108

, and the long depending end

133

being left to dangle, the long depending end having a piece of round stock

135

(

FIG. 4

c

) welded to it. When box

108

is raised, as by lifting the distal edge of top panel

110

, the free end of hook

129

rides against the back, or inboard face of the web, of the side sill

42

,

44

. The weight of the rest of the hook will tend to keep hook

129

in contact with the side sill web until hook

129

clears the upper corner of the side sill web where it meets the side sill upper flange. At that point the free end of hook

129

being biased due to gravity acting on round stock

135

, will tend to move outwards, and the long end

133

will tend to swing out to contact the web of the side sill. If box

108

is lowered slightly, hook

129

will catch as shown in phantom in the raised position of

FIG. 5

a.

To release, box

108

is raised to take the weight off hook

129

. Hook

129

is pushed inward, and box

108

is lowered until the overhanging edges, lips

131

, of top wall

110

abut the upper surfaces of bars

130

,

132

.

A clevis, or yoke, is formed by a pair of first and second bores

134

,

136

let through each of side walls

112

,

114

near the fourth portion of their respective peripheral margins. Bores

134

and

136

are provided to give a socket for web reeling device

102

, in the nature of a winder, or crank

140

. Crank

140

has a shaft

142

engageable with bores

134

,

136

; an arm,

144

extending radially from one end of shaft

142

; and a throw, or handle,

146

by which crank

140

can be grasped and a torque imposed through arm

144

to turn shaft

142

. Shaft

142

is a slotted shaft, slot

148

being of a size to accept radial threading by an end of a web band, namely strap

92

. As such, when box

108

is in the raised, or operative position, crank

140

can be used to reel up strap

92

in a loose roll, or coil. Then, turning crank

140

backwards slightly, (in the direction opposite to the winding direction), may tend to loosen strap

92

in the center of the coil thus formed, thereby facilitating axial disengagement. Axially withdrawing shaft

142

out of the socket provided by bores

134

,

136

, may then tend to release the formed coil, or roll, permitting it to fall into the storage space defined within the walls of box

108

.

Box

108

also has a crank storage fitting in the nature of an intermediate internal plate, or web

150

(

FIG. 4

b

) mounted parallel to top wall

110

, the width of web

150

being approximately equal to the small dimension ‘L’ and the thickness of web

150

being thinner than the width of slot

148

. Before box

108

is lowered, slot

148

of shaft

142

of handle

140

is fed axially onto web

150

, with handle

146

hanging downward. When box

108

is lowered, crank

140

may then tend to be trapped in a position for travelling. It is not necessary to have a crank for every storage box. That is, a single crank (or, preferably, at least one crank per car side) could be used to reel all of the web bands of a car. It may also be noted that inasmuch as shaft

142

can be introduced in either direction through bores

134

,

136

, crank

140

can be operated either left handed or right handed.

The sequence of operation of the lading securement storage apparatus is shown in

FIGS. 6

a

to

6

f.

The sequence occurs after the web bands have been released from their tightening mechanism

94

, namely winches

138

, and the lading removed from car

20

. Yard personnel have collected the web bands and it is time for the bands to be placed in storage for the empty car return. In

FIG. 6

a,

box

108

is empty and rests in a first, retracted, stored or inoperative position, however it may be termed. In

FIG. 6

b,

box

108

has been raised by pivotal motion about the hinge formed by sleeve

122

and shaft

124

. Hook

129

engages side sill

42

,

44

to maintain box

108

in the second, raised or operative position. In

FIG. 6

c,

crank handle

140

has been removed from its storage position inside box

108

, and has been inserted into the socket formed by the co-operation of bores

134

,

136

. A free end of a strap

92

has been threaded radially through slot

148

. An arrow indicates counter-clockwise rotation of handle

146

of crank

140

, thus turning shaft

142

and commencing winding of strap

92

.

FIG. 6

d

shows strap

92

in a partially coiled state.

FIG. 6

e

shows the fully coiled strap

92

resting in the bottom of box

108

after shaft

142

has been withdrawn from bores

134

,

136

thus disengaging the coil from crank

140

and permitting it to fall. Crank

140

is then replaced in its storage position on web

150

, and box

108

is lowered into the storage position shown in

FIG. 6

f.

Other arrangements of box positioning or retaining devices can be used than the hooked stay of box

108

. In the further alternative shown in

FIGS. 7

a

and

7

b,

a box

190

is similar to box

108

in general layout and construction. Rather than having catch

128

, box

190

has a cable

192

(or a chain) having a pull ring

194

. Side sill