CA2139773A1 - Railroad car conversion apparatus and support therefor - Google Patents

Abstract

A railroad car conversion apparatus is disclosed for enabling an open-topped railway car to carry diverse loads. The conversion apparatus comprises a frame (10) having a central beam (20) and a plurality of arms (30) for attaching to the top of the railway car. The apparatus is designed to support a plurality of bladders (50) on the car, and further comprises grappling members (70) for enabling the entire frame (10) with the bladders (50) attached to be removed from the car. A platform (200) is connected to the bottoms of the bladders (50) so as to connect them to the railway car bottom via a recess (206) which engages a projection (230).

Description

WO 94/01314 PCr/US93/06435 ~ 2139773 RAILROAD CAR CONVERSION APPARATUS AND SUPPORT T~IEREFOR

RELATED APPLTCATIONS
This is a col,Linualion-in-part of Application Serial No. 910,900 filed July 8, 1992 entitled RAILROAD CAR CONV~RSION APPARATUS.
FIELD OF THE INVENI ION
The present invention generally relates to a means and method for transporting cargo, and particularly relates to a means and method for utili7ing open-topped railroad cars for transporting flowable m~teri~
BACKGROUND OF 1 ~ INVENTION
The structure and design of railroad cars typically depend upon the nature of the m~tPri~l being hauled with the cars. Fluids, such as fossil fuels or other liquid chPmi~ , are typically carried in entirely en~l( secl liquid tanker cars. Tanker cars include clc~ lP opPning.~ through which they may be filled. These openings are positionecl on the top and are capped to protect the col-lPnt~ of the tanker. The tanker cars also genPr~lly include ports carried on their lower side to empty the tankers of the liquid by the force of gravity.
Particulate or gr~mll~r commodities, such as coal or minPr~l ores or the like, are ~enP.r~lly ! . ,~ ed by rail in open-topped railcars. Such open-topped railcars genPr~lly have a nllmhPr of vertical walls PYtentling upwardly from a floor to define a cavity. A number of cross braces frequently extend from a position along a vertical wall dc,wllw~lly and inwardly to the floor or genPr~lly hori7Ont~lly from one sidewall to another, providing structural support and rigidity to the railroad car. When loading such open-topped railcars, the cars are generally positiC)np~ beneath a large hopper and the cargo is loaded through the upper open top of the car; such loading is often referred WO 94/01314 PCr/USs3/0643~
3 - 2 - ~ ~
to as "flood loading". When the railroad car reaches its destin~ti~ n, the cargo may be unlo~(led through the openings carried in the floor of the car, which may be in the form of a plurality of conical or "V"-shaped depressions that converge downwardly into a flow-control door system carried by the lower portion of the car.
S ~lt~rn~tively, some open-topped cars, referred to as "roll over" or "rotary dumIling" cars, may unload product by being pivoted about a-central axis to invert the car, thereby emptying its c~ntent~ through its open top. Such rotary dumping cars may not be adapted to release product through the floor, but do generally include cross braces for support.
Both tanker cars and hopper cars are specifi~lly suited for their intended purposes -- tanker cars generally cannot be used for hauling anything but fluids and hopper cars generally cannot be used for hauling anything but granular commodities.
As a result, railroad cars frequently carry loads in only one direction, undemtili7ing their railcars by making a return trip without any cargo. For ~ mple, coal cars carry coal from coal mines to a purchaser, but return back to the coal mine empty. Such "de~-lh~tling" results in relatively high opel~ting expenses for the railroad (including fuel for transporting empty cars) and high capital costs (for single purpose, dedi~ted railroad cars which remain empty half of the time).
A number of allt;.,.pts have been made to convert certain types of vehicles, such as semi-trailers or vans, from a configuration suitable for h~ntlling piece goods to configurations for h~nrlling bulk m~tPri~l~ For in~t~nce, US Patent 4,735,457 (Bonerb et al) and 4,678,389 (Bonerb) ~ c~ se a system for converting a trailer for use with a truck from a piece-good configuration to a bulk m~tPri~l configuration. This design utilizes a plurality of cup-shaped, upwardly open bags ~tt~hed to a system of pulleys and cables. The pulleys and cables are permanently fixed to and become a part of the structure of the trailer. These pulleys and cables are used to lower these open-topped c~ nt~inPrs wherein they may be used to haul bulk goods such as grains and to raise and collapse the cont~iners into a compact position disposed against the roof of the trailer.
The pulleys and cables include struts which extend from the floor to the roof and are ~f~rm~nently affixed to the floor and the roof to provide both structural integrity and to guide the deployment of the cont~iners as they are raised and lowered with the cables.
US Patent 4,497,259 (Titterton) discloses a flatbed railcar which includes a WO 94/~1314 ~ ~ 3 9 7 7 3 PC~J~ISg3/06435 ~speci~11y-decignPA floor. The floor of this car inc1u(1e~s a brace which is position~P~ at the bottom of the car to define its floor when in use as a flatbed. However, this brace ma~ be raised upwardly along guides on the bn1khP~(ls of the car to lift a series of flexible co~ . This brace inr1~1des a series of openings which comm1lnir~tP withS the interiors of the cont~inPrs and a series of discharge ports are carried on the 1mdPrci(le of the railcar, with one discharge port being ~c50ci~ted with each cont~in~r. Once the flexible cont~inPrs have been emptied of their contPntc through the discharge ports, the brace may be lowered once again, co11~psin~ the col~ prs~ such that the brace once again serves as the floor of the flatbed car.
US Patent 4,909,156 (Fricl~o~), issued to one of the inventors of the present invention, ~iicr1Oses a large, flexible bladder for use with open-topped railcars. This bladder is rl~P$ignPcl to line most or all of the interior of the railcar and includes a filling port po.citionP~ at the top of the car and a discharge port positioned adjacent the flow-control valve system carried on the underside of the car. When the railcar is being used to haul m~tPri~lc such as coal, the bladder may be completely c~ psPd. Although the bladder may be simply carried outside of the railcar, it is also designP~ to serve as a tarp which covers the m~tPri~1 within the railcar. The tarp must be lashed down to the top of the railroad car by a series of cables or the like in order to prevent it from blowing away as the train ~lO~lc~ScS.
When it is desired to convert the railcar from a configuration for hauling bulk m~tPri~1c such as coal to a liquid-hauling config--r~tion) the bladder may be pocitinnPA
within the railcar and filled with a liquid or other flowable m~tPri~1 Upon re~rhin~ the desired destin~tion, the bag may be emptied through the dischaL~e ports on its 1-n-lP-r~ e and the bladder may be rolled up and out of the way so that the car may be filled with granular m~tPri~1~ through the car's open top from a silo, as described above.
Thus, allc."pls have been made to convert a trailer or the like adapted for use with one type of comm~ lity to a configuration suitable for hauling another type of ~ commo~lity. However, each of the al~;",~ts d~Psrrihed above have a number of de,ficiP,nci~P,s.
In the design proposed by Bonerb and Bonerb et al., a rather complex series of pulleys, cables and struts must be used. Since this structure must be pPrm~nPnt1y affixed to the trailer and relies upon the presence of both a roof and floor of the trailer, such Wo 94/01314 PCr/US93/0643~
~ ~9~73 ~

a permanent structure would not be useful for railroad hopper cars or the like which must commonly be filled through an open top and, in the case of rotary ~umping cars, must be emptied through the open top as well. Furthermore, adding all of this comp1ex structure to a trailer is rather time concuming and quite expensive, greatly increasing the cost of each individual trailer outfitted with this conversion equipment. Unless a trailer is deAi~tPcl to a single route wherein piece goods would be ha~led in one direction and bulk m~tPri~1c would be hauled in the other, the cost of adding this conversion may well outweigh the possible benefit of the added capability of haùling grains and the like.
Titterton's flatbed car suffers from many of the same problems ~ccoci~ted with Bonerb's design. In particular, the structure of this flatbed car requires that the flexible cont~iners and the ~UyyOl Ling brace be a permanent part of the flatbed car. Additionally, a number of cables and pulleys must be utilized to permit the brace/false floor to be raised and lowered between its flatbed configuration and its bulk cargo configuration.
The very structure of this flatbed car dictates that the floor of the flatbed must be lS movable, that a series of ports be provided in this false floor for filling the flexible cont~inP-rs, and that the bottom of the railcar be provided with discharge hoppers. Since standard flatbed cars do not include all of this structure, Titterton's railcar must initially be built according to his invention, i.e., an PYicting flatbed railcar cannot readily be rel~orlLLed with this invention. As in Bonerb's invention, this requires that the railcar be deAi~tP~ to a route that would justify the additional expense of the movable floor and the flexible co~.t~;n~rs.
A(lrlition~lly~ most open-topped railcars of the type discussed above include cross braces for structural ~l~Ol~ and rigidity. The presence of such cross braces would prevent one from using a false floor that must be raised and lowered as required by Titterton because the floor's movement would be blocked by the braces.
PriCl~con'S design is adapted to readily retrofit PYicting open-topped railcars without any .cignific ~nt ~l.liti~:)n~l expense. At the most, providing a series of hooks of the like for retention of ~tt~chmpnt cables about the periphery of the car and a small bar or the like for retraction of the bladder are all that are required. However, as noted above, a number of open-topped car designs utilize cross braces which may extend into the interior cavity of the car.
When hauling bulk In~tpri~lc such as coal, such braces are not a serious =

2 1 3 9 7 7 3 PCr/US93/0643~
.

imrer1imPnt because the coal will simply surround the braces during filling. Cars uti1i~in~ such cross braces for structural support ç~s~nti~lly preclude the use of a bladder such as that set forth by F.rick~on, though, without specially constructing an expensive convoluted bag deAi~t~d to use with a single railcar design. Even if one were tospecially design~such a bladder, the stress concentration on the bladders about these braces and any convolutions in the floor can cause undue wear and reduce the life of the bladder.
Many trains using open-topped cars, such as unit trains used in hauling coal, move continuously, even during filling and emptying of the railcars. For in~t~nce, when such cars are ~m1o~decl, the tend to be relatively indexed one car length at a time to properly position a car over the 11n1~ ~-1ing location. Any reduction in the rate at which the trains move through the filling and emptying stations lead to 1ln~cceptable disruption or delay of the normal loading and ~1n1O~rlin~ process of the train. I~e bladder design proposed by Fri~ on is fairly cumbersome to handle due to its rather large size and must be physically lashed down to the rail cars when used as a tarp, as e~p1~ine~ above.
This handling difficulty and the process of tying the taIp down can gi~nific~nt1y delay a train during the loading and unlo~lin~ oper~tion~.
Thus, it would be desirable to provide a relatively inexpensive mtorll~ni~m for converting any standard open-topped railcar to a configuration for use in hauling liquids or other flowable m~teri~ In particular, such a design would require that the bladder or bladders be removable from the cargo hold of the railcar so that the car may be filled, and possibly emptied, with eYi~tin~ equipment through an open top, desirably without any ~i~nifil~nt re~luctinn in the rate of progress of the train. It may also be desirable to provide a cover for such a railcar to minimi7~ the loss of coal or the like as a train proceeds down the track.

SUMMARY OF ~1 ~E INVENTION
The present invention provides a frame for ho1din~ a plurality of bladders, which may depend dc,wllw~ly from the frame. The frame is adapted to fit on the top of the sidewalls of the hopper car and be readily attached or detached from the railcar. A
plurality of bladders may be ~tt~hed d,reclly to this frame for removal therewith. The bladders desirably are ~ttaclteA to the frame in such a manner that they may be readily WO94/01314 2~39~3 -6- PCr/US93/06435 filled with or emptied of a fluid or a particulate, flowable m~teri~1 without requiring the removal of the frame.
Ad-lition~lly, the bladders may be provided with an upst~n~ing grappling member which extends upwardly through the frame. When the railcar has reached the desired S destin~tinn with a plurality of filled bladders, a removal mech~ni~m~ such as a crane, may be ~tt~'hpd to these grappling members. The crane ~nay then be used to lift the frame and filled bladders out of the railcar, permitting it to be filled through its upper opening with coal or the like. If so desired, the frame may be provided with a tarpaulin or other cover eYt~n-ling about the frame so that it may serve to cover the top of the car when the frame is att~hP~l to the car.
In accordallce with another aspect of the invention, a platform is provided for supporting the bladders in a railcar having a protrusion on the surface of the car, e.g.
on the floor of the car. The platform in~ des a recess for receiving the protrusion and is adapted to be carried by the floor of the car or the protrusion. The platform includes an upper surface de~iigned to support a bladder or bladders.
The present invention also con~ te~i a bladder removal station for removing bladders from the cargo cavity of a railcar. This removal station incl~ldes a movable crane ...P~h~icm carried overhead and po~iition~1 immeAi~tPly ~dj~ç~-nt and above a length of railroad track. Railcars having h1~(1Pr.~ and a frame of the invention travel along the track and are presented at the removal station. The crane m~h~ni~im grasps upst~n-ling grappling members ~tt~-~he~ to the frame to lift the frame and bladders upwardly away from the car and deposit the b1~1dP-rs at an e,l,~lying location.
The crane merh~ni~im is desirably adapted to lift a frame and its ~csoci~tPd b1~tlders as a unit from a moving or in~Ying railcar and deposit the frame and bladders at a drop-off 1Oc~tion The bladders may then be emptied at any convenient time without delaying the rolw~d plugress of the train, i.e. the train may continue to undergo its standard loading or 11n1O~rling procedure.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure l is a side view of a frame according to a first embodiment of the present invention;
Figure 2 is a top view of the frame of Figure l;
Figure 3 is a top view of the frame of Figure l having a plurality of bladders WO 94/01314 2 ~ 3 9 7 7 3 PCr~US93/06435 suspended thelcrl~JJ~I;
Figure 4 is a side, cross-sectional view of the frame of Figure 3 ~tt~h~A to a railroad car;
Figure 5 is a side view of the frame of Figure 3 wherein the bladders are S co1l~psed for use as ta~ lins;
Figure 6 is a side view of a frame according to a second embodiment of the present invention;
Figure 7 is a top view of the frame of Figure 6;
Figure 8 is a side view of a frame according to a third embodiment of the present invention;
Figure 9 is a top view of the frame of Figure 8;
Figure 10 is a top, partially broken-away view of a frame of the invention ili7.in~ a cover;
Figure 11 is a side view of a frame according to another embodiment of the present invention;
Figure 12 is a top view of the frame of Figure 11;
Figure 13 is a top, partially broken-away view of a frame of another embodiment of the invention ~tt~rhpA to a railroad car;
Figure 14 is a side, partially broken-away view of the frame and railroad car ofFigure 13;
Figure 15 is a side view of a bladder suspension mto~.h~ni.cm for use in a frameof the invention;
Figure 16A is a broken-away pe- s~ e i~ol~tion view of a portion of a frame and a grappling m~h~ni~m of the invention;
Figure 16B is a pe.~e~ e view of the grappling m~h~ni~m of Figure 16A;
Figure 17 is a sc-h~ depiction of an overhead crane me~hzlni.~m used to raise or lower a frame of the invention;
Figures 18A-C sch~m~ti~lly and sequentially depict a grapple of a crane me~ h~ni~m eng~ging a grappling mPmher of a frame of the invention;
Figure 19 is a side view of a frame in accordallce with yet another embo-lim~.n~of the invention;
Figure 20 is a top view of the frame of Figure 19;

Wo 94~01314 '~,~39~ 't 3 Pcr/us93/o6435 Figure 21 is a broken-away perspective isolation view depicting the connection means of the frame of Figures 19 and 20 to a railroad car;
Figure 22 is a side view of a platform in accordance with the invention for ~u~*~o~ g bladders or the like in railcars;
Figure 23 is a top view of the platform of Figure 22;
Figures 24A and B are broken-away side cros~sectional views schPm~tic~lly depicting deployment of a bladder and the platfor~ of Figures 22 and 23 in a railcar having a center sill; ; ~
Figure 25 is a side view of a frame in accordallce with yet another embollimPnt of the invention; and Figure 26is a top view of the frame of Figure 25.

DETAILED DESCRIPI'ION OF THE INVENTION
Figures 1-14 depict various embo~limP-ntc of a frame in accoidance with the present invention. Turning first to Figures 1-4, a frame 10 generally comprises a central beam 20 and a plurality of arms 30 carried by opposite ends of the central beam. The central beam may be of any desired construction, but should be relatively stiff and stmct~ lly strong in order to support the bladders depending theferr~ . within a railcar, as described below.
In one prer~l~d embo~limPnt, the central beam 20 is çlQng~tP in shape and consists of a pair of elongate, generally C-shaped brackets 22 (best seen in Figure 16A), which may be formed of steel. The two brackets 22 extend generally parallel to one another and, for reasons described more fully below, are desirably spaced apart from one another. The C-shaped brackets 22 in this embodiment are oriented such that they are open in a direction facing laterally away from the other paired C-shaped bracket, as shown in Figure 16A.
It is to be understood that this configuration is not the only suitable configuration of the central beam. For inct~nce most or all of the length of the beam 20 may comprise an I-beam to increase stiffnpsc of the beam. If it is neCçsc~ry to provide lccesses in the beam, such as in the embo~limPntc of the bladder connPct~rc 40 and grappling members 70 described below, C-shaped brackets may be carried within the ~~.h~nnP.le of the I-beam and a length of the I-beam mav be omitted at this juncture. Such WO 94/01314 213 9 7 7 3 PCS/US93/060.3 ~ .
g _ a configuration is shown in Figure 15.
As shown in that drawing, this will provide a pair of spaced-apart C-shaped brackets 22 onP-nt~P~ subst~nti~lly as set forth above at these connection sites so that the connPctors 40 and grappling members 70 may be ~tt~rhPA as described below without signifil~ntly s~rificing strength or rigidity of the I-beam configuration. In order to enhance the rigidity of the beam 20, it is ~lcf~ led that the brackets 22 extend along a length of the I-beam 24 on either side of the connPctor 40 within the recess on the side of the I-beam; if desired, the brackets may extend along the entire length of the central beam.
The bracket may be ~tt~hP~ to the I-beam in any suitable manner, such as by welding. It is prerelled, though, that bolts 25 or some other suitable rPlP~hle ~tt~chmPnt be used. This will permit the bracket to be moved with respect to the I-beams to which it is ~tt~rhP~, thereby ~lterin~ the overall length of the central beam.
This ~ iL~, the length of the beam 20, and therefore the length of the frame 10, to be adjusted as nP~çc~.y to ~rcQmmo-i~te any v~ri~tion~ in the lengths of different railcar de~ign~. Once the beam 20 is eYtPnded or retracted to the desired length, the brackets 22 may be rP~tt~rhP~ to the I-beam for use. Although Figure 15 only i~ str~t~ps this feature with respect to the bladder connP~t )r~ 40, it is to be nnrlprstood that such an arrangement may be used at any desired point along the length of the central beam, such as adjacent the grappling members 70 described below.
One or more arms 30 may be ~tt~rhP~d to the central beam at _ach end 24 thereof.If so desired, a single arm may extend genP~lly laterally of the central beam at each end. In a p~er~ ed embo-limPnt~ thougli, two arms are provided at each end of the beam 20, as shown. These arms may be ~tt~rh~PCl to the central beam in any suitably strong manner, such as by welding or by means of bolts or the like.
As noted above, the arms desirably extend generally laterally ou~w~dly of the central beam. As shown in Figures 1-4, however, the arms also extend genP~lly longitudin~lly and duw-lwaldly of the central beam in a direction away from the beam.
As e~ inP~ more fully in connP~tion with Figure 4, this permits the central beam to be positinnPcl generally above and parallel to the mi~lline of the railcar.
The central beam and arms of the frame should be sized to permit the ends of each of ~e arms to abut the top of a sidewall of an open-topped railcar 15, as shown in wo 94/01314 2~3 97 rt 3 Pcr/us93/o6435 Figure 4. Such railcars may have variations in their design, but they tend to be of ~limPn~inns standardized lhloughout the railroad industry. Accordingly, a frame of the invention may be used with a variety of different open-topped railcars, such as both standard and rotary-d--mping cars.
The ends of the arms disposed away from the central beam, i.e. the portion of the arms adapted to contact the sidewalls of railcars, ar~ ~esirably provided with means for releasably ~tt~hing the frame 10 to a railcar 1~5. In the embodiment shown, a locking clamp 34 is provided at the end of each arm 30 of the frame. The clamp 34 is preferably pivotably ~tt~hP~ to an arm, such as by means of a pivot pin 36. A lower portion 35 of the clamp may extend downwardly of the end of its associated arm when the frame is not deployed on a railcar, with an upper portion 37 being carried generally above the end of the arm. The upper portion of the clamp is adapted to releasably engage the sidewall of the railcar, such as by fitting around a lip provided on the upper edge of the car's sidewall, as shown in Figure 4.
The clamp is desirably biased toward the position shown in Figures 1-3, such as by means of a spring about the pivot pin 36. When the frame is lowered onto a railcar for ~tt~l-hmPnt thereto, the lower portion 35 of the clamp will abut the top of the car's sidewall. The weight of the frame, inclucling any bladders ~tt~hPd thereto, will act against the bias of the clamp and urge it into the position shown in Figure 4 so that it may engage the sidewall to attach the frame to the car. When it is desired to remove the frame, one may lift the frame upwardly away from the railcar and the bias of the clamp will urge it into its rest position, shown in Figures 1-3.
In one ~r~-c~d embo~limpnt~ shown in Figures 1-12, the clamp 34 in-~lndP~s a wedge 38 to assist in p-u~; ly seating the frame and clamp on a railcar. This wedge 38 is desirably generally angular in shape, with a lower portion being narrower than its upper portion. The n~luwt:. portion of the wedge will be inserted into the interior of the railcar first. If the frame is somewhat out of ~lignmPnt with the railcar, the wedge of one of the clamps will contact the top of the car and urge the frame into proper position for ~tt~chmPnt to the car. Thus, each wedge will permit a certain degree of latitude in placing the frame on a railcar - if the clamp is disposed slightly outside the car, the wedge will urge it back into position as the frame is lowered into contact with the car. By using a wedge 38 with each clamp 34, the frame can be securely and WO 94/01314 ~ i 3 9 7 7 3 PCr~USg3~643~ -accurately ~tt~hed to the tops of the railcars.
If so desired, cross beams 26 may be ~tt~-hed to the arms in order to provide structural support and rigidity to the frame. In the embodiment of Figures l and 2, two cross beams are used, with both of the cross beams being oriented generally transversely S of the central beam 20. Each cross beam 26 is disposed between two arms ~tt~hed to the same end of the central beam and serves to rigidly il-te,connect these two arms. In the embodiment depicted in these figures, the cross beam is spaced away from the end of the central beam 20 and the ends of the arms, desirably being positionP~d a~ro,~ .ately midway along the length of the arms. The cross beams may be rigidly affixed to their respective arms in any desired fashion, such as by welding or the like.

In another ~1tt~rn~tive embodiment, the cross beam does not comprise an elongatebeam (such as the beam shown in Figure 2), but instead is formed in the shape of a plate 26' as shown in Figures 6 and 7. This plate 26' may be formed of a piece of sheet metal or other relatively rigid m~tPri~1 and desirably defines a web eytpn~ling between adjacent arms ~tt~chPd to the same end of the central beam. The plate may extend along and between the entire lengths of the arms, but it is conte~ tPA that this will be ~-nnPcess~ry and that the plate 26' may extend between the ~tt~hm~n~ of the arms to the central beam 20 and a position about midway along the length of the arms.
The frame shown in Figures 8 and 9 employs cross beams 26 eYtçn-ling belweell and rigidly inleLcolmP~ting the arms ~tt~hP~ to the same end of the central beam, as in Figures l and 2. In order to further increase rigidity between these two arms, one may employ a plate 26' as well as the cross beams 26. In the embodiment shown in these drawings, though, the transversely oriented cross beams 26 are connectP~ to the arms adjacent their ends rli~rosP~d away from the central beam. The frame lO of this embo-limPnt also in~ 1des a pair of 1nngit~1tlin~11y PYtçn-lin~ cross beams 28 which are nri~ntP~ generally parallel to the central beam. These beams 28 serve to rigidly- interconnP~t two arms ~tt~hPd to different ends of the central beam and may be ~tt~- hPd to these arms ~ cçnt their ends disposed away from the central beam.
If so desired, the cross beams 26,28 may be adapted to abut the tops of the sidewalls of a railcar when the frame is deployed on the car, as described above in connçction with Figure 4. This will serve to further seat the frame on top of the car.

Wo 94/01314 2~39~ ~ ~ Pcr/US93/0643~

If so desired, the cross beams 26,28 may be generally L-shaped in cross section (not shown) so that the top of a sidewall of a car may be received within the periphery defined by the downwardly eYten~ling legs of the L-shaped beams and the horizontally PytPn~ling legs of the beams may rest upon the tops of the sidewalls.
In another alternative embodiment, shown in Figures 19-21, the frame 10 includPs longit~Ain~lly extending cross beams 28 ~tt~'hPd to and subst~nti~lly rigidly connPcting each of the arms eYtPnAing toward the same sidewall of the railcar. Each longitu-lin~lly nriPntPd sidewall of the railcar is provided with a plurality of upst~nAing connection pins 310 spaced along an upper portion of the wall and an llpst~nrling abutment member (not shown) extends along one transversely oriented sidewall of the railcar.
The cross beam 28 includes a series of spaced-apart pin-receiving ports 311 spaced along its length. The pin-receiving ports are desirably sized and spaced apart to permit the pins 310 on the associated sidewall of the railcar to be received in the ports.
When the frame is to be deployed on a railcar, it is lowered until it is positioned generally ho.;,{".t~lly above the pins along the sidewall and is moved generally laterally toward the upst~nAing abutment member. As the abutment member optimally eYtends upwardly above the height of the pins 310, the frame will abut the abutment member, helping establish the proper orient~tion between the frame and the railcar. The frame may then be lowered downwardly onto the sidewalls of the railcar and the pins will be received in the ports 311. The pins can have a tapered top, as best seen in Figure 21, to assist in ~lupc~lly ~ligning the frame and the railcar.
The connection pins 310 may be ~tt~hP~ to the sidewall of the railcar in any desired fashion. For in~t~nce, the pins may be perm~nently affixed directly to the sidewall, such as by welding or the like. If so desired, though, the pins may berlPt~ch~hle from the railcar. As illustr~tPA in Figure 21, the pins are carried along an upper surface of a sleeve 316 which eYtenAs along a lateral sidewall 312 of the railcar and is ~tt~hed to the top of the car.
This sleeve 316 may be ~tt~(~hed to the sidewall in any suitable manner, either perm~nPntly or removably. In the illustrative embodiment shown in Figure 21, thesleeve incl~ldes an upper plate 317 extending generally horizontally between twoduwnw~dly-Aepen~ling plates 318, 319. One of the downwardly depending plates 318 WO 94~01314 PCr/US93~06~3~
2~397i3 may abut the inner surface of the sidewall 302 while the other plate 319 is po~itic-n~d generally extPrinrly of the cavity of the car. One or both of the plates may include a clamping pad 325 carried on the surface contacting the sidewall. If the sidewall in~ des an ouLw~lly eYtPnfling lip adjacent its upper edge, as shown, the extelior plate 319 may be provided with a cl~mping pad 325 only below that lip so that the pad will engage the vertical portion of the sidewall, enrlo~ing the lip of the wall between the pad and the top plate 317 of the sleeve.
The two downwardly depending plates 318 and 319 may be perm~n~ntly and rigidly ~tt~hecl to the top plate 317 of the sleeve in a particular oriPnt~tion if the sidewall is intenlle~ to remain in place for an rYt~pn(lpd period of time. If the sleeve 316 is to be removable, though, one or both of the sidewalls may be movable with respect to the top plate 317. For in~t~nce~ the outer plate 319 may be pivotally ~tt~rhPd to the top plate by a hinge or the like. This will permit the outer plate to be pivoted away from cla~ ing engagement with the sidewall so the sleeve can be removed. When inuse, the outer wall is optimally locked in place, such as by using a locking pin (not shown) on the hinge or by using a clamp (not shown) to hold the plates in position.
Yet another embodiment of a frame 10 in acco,dance with the present invention is illllctr~t~d in Figures 25 and 26. In this embo~imPnt the central beam 20 may be formed from a pair of subst~nti~lly p~r~llPl, opposed C-shaped braclcets 22 similar to those described above. The arms 30 of this embodiment extend laterally and downwardly away from the central beam 20, but are nri~Pnt~P~ generally perpPnrli~ r thereto rather than eyte-n~ling at an angle to the beam as in the embodiment of, for example, Figure 1. This embo~iment also may be provided with a pair of generallylongit~ in~11y PYtPnriing arms 30'. Whereas the arms 30 are adap&ed to engage the sidewalls of the railcar (not shown) eYtenrling generally parallel to the central beam, the arms 30' are adapted to engage the sidewalls of the railcar running genPr~qlly perpPnrli~ r to the cen~al beam.
- In the embodiment of Figures 25 and 26, one arm 30' is desirably ~c~ori~teA with each bladder connP~;lor 40. The bladder connP~tor is desirably ~tt~ched to, and may 333 form a part of, a central portion of the arm 30' immPAi~tPly adjacent the central beam.
The arms may be fixed in place along the length of the central beam 20. In a ~lcrt;ll~d embo-limPnt though, the arms may be moved along the length of the central beam as Wo 94/01314 2i~9~ ~ 3 Pcr/US93/06435 desired. In this manner, the configuration of the arms may be changed from one wherein four arms are used so that the frame l0 can be used in connection with four bladders to another configuration (not shown) wherein there is a different number of arms, e.g. three or five arms, and the frame can be used with a corresponding number of bladders. The arms can thus be spaced subst~ti~lly equally along the length of the central beam to avoid any imbalance in the load on the frame from the weight of the bladders.
The connection between the arms 30' and the central beam 20 in this embodiment may be of any type which would permit the position of the arms to be adjusted. In a prerelled embodiment, one or more arms can also be added or removed from the central beam as npcps~s~ry to permit the h~n~lling of different numbers of bladders. ForinSt~nce, the central portion of the arms to which the bladder connectors 40 are ~tt~ched could comprise a hollow length of steel frame which is sized and shaped to receive the central beam therein. The arms 30 may then be held in place along the central beam by bolting this length of frame to the central beam. Other means for making the arms reposition~h1P along the length of the central beam and permitting the arms to be removed, if necç~s~ry or desired, will be readily recognized by those of ordinalr skill in the art.
The clamp means 34 provided at the uu~w~d ends of each of the arms 30 and 30' may be of any desired construction, such as that described above in connection with Figures 1-12. Figures 25 and 26, though, i11~-str~te yet another clamp means 34'. This clamp means compricPs a generally L-shaped member which is pivotably ~tt~hed to the end of the arm and is adapted to simply rest on the upper edge of the sidewalls of the railcar, with the pivotable ~tt~hmPnt to the arms pellllilLillg the frame to settle onto the top of the car.
As ~Y~ inP~l above, a frame of the invention is inten-lP~ to carry a plurality of bl~lders and position the bladders within a railcar. Accordingly, the frame l0 incl~ es a plurality of bladder connectors 40 for connecting bladders 50 to the frame, as depicted in Figures 3 and 4. It is prer~lled that each of the connectors be adapted to carry a single bladder, but more than one bladder could be connected to each connector if so desired. The bladder connectors 40 are disposed along the length of the frame and they are desirably carried by the central beam 20. When the frame is lowered onto or lifted WO 94/01314 2 ~ 3 9 7 7 3 PCI/US93/0643~

upwardly from a railcar, as described below, the frame will need to support the weight of the bladders.
As these bladders may weigh more than 20,000 pounds each when filled, the bladder connectors need to be able to bear substantial weight. The connPctors are spaced along the length of the central beam to ensure that the weight is evenly distributed along the length of the frame. Although the connectors need not be u-lifor~l~ly spaced along the length of the frame, it is illl~Ol~t that they be arranged symmetric~lly about the center of the frame. If the connectorS were asymmp-tr1r~lly spaced along the beam 20, the weight would be unevenly distributed along the frame and this could cause difficulties when raising and lowering the bladders i~or deployment in and removal from the railcars. Although four connectQrs 40 are shown in Figures 3 and 4, it is to be understood that any desired number of connectors may be used.
As noted above, the bladders 50 can be rather heavy and the bladder conn~P~tors need to be able to bear their weight during lifting and lowering the bladders. One ~lcfe,lcd bladder connector construction is shown in Figure 15. In this emb~rlimP-flt7 the connector 40 comprises a hook 42 carried by the central beam 20 of the frame. The hook 42 is adapted to receive a cable 46, which may be formed of braided steel or the like, which is in turn connP~ted to the bladder. A locking pin 44 may be provided on the hook to prevent the cable from being inadvertently released from the hook, but the pin should be movable to permit the cable and its ~c~oci~tpcl bladder to be removed from the hook when desired.
Although the hook may be ~tt~ hpd to the frame by any suitable mPthod, it is preferred that the hook remain pivotable with respect to the frame. This will permit the bladders to move with respect to the frame during use, preventing unnP~e~Al~r stress on the frame. In the embodiment shown in Figure l5, the hook is connected to the central beam 20 of the frame by means of a rod 48 which is received in porls formed in each of the C-shaped brackets 22 of the beam. The hook is in turn pivotably connP~tP~ to the - rod 48. As best seen in Figure 2, the hooks are therefore disposed between the two brackets 22 and serve to effectively connPct the brackets to one another.
Rl~ efs 50 suitable for use with a frame of the invention are commercially available, such as those sold under the tr~-lP-n~me Fabribin by the Amefi~n Fuel Cell and Coated Fabrics Company. These bladders are available in a variety of sizes, WO 94/01314 ~3~ PCr/US93/06435 ranging from relatively small capacity vessels to bladders capable of holding upwardly of 20,000 pounds of a flowable commodity. When the bladders are deployed in a railroad car 15, the bladders desirably rest against the bottom of the car (as depicted in Figure 4) to st~hi1i7~- the bladders as the train moves along a track and to reduce the weight load on the frame. Suitable means for attaching cables to such bladders are known in the art; any such means capable Q~ n~11ing the anticipated weight of the bladders may be used in the present invention.
As shown in Figure 3, the bladders may include a port 52 adjacent the bottom thereof for filling and emptying the bladders. Means for filling and emptying such bladders are commercially available and need not be discussed in detail here. However, it is prerc..ed that the emptying a~aldtus be adapted to empty the bladders by simply holding the bladders aloft and allowing them to empty their flowable contents through this port 52 or, pc;lll~s, to use a gravity ~c~i~ted method, such as by squeezing the sides of the bladder to urge the contents out of the bladders. For m~tPri~1~ that are more lS viscous or otherwise less flowable, it may be desirable to use a plunger pump or the like to urge the contents out of the bladder under ~lCS~uic.
It may be desirable to intel.;onnect the ports 52 of the bladders by means of a manifold (not shown) or the like to speed up the filling and emptying L,loce~es. For eY~mr1e, this manifold may direct the m~teri~l flowing out of each of the bladders ~tt~Chp~ to one frame through a single outlet so that all of the m~t-~ri~1 can be readily directed into a single coll~ctic~n bin or cart. It is expected that in such an arrangement a plunger pump or the like will be very helpful in m~it t~ it~g an acceptable emptying rate.
It is cont~ tP~ that the present invention will be used to convert an open-topped railcar used to haul commodities commonly ~oci~t~d with such cars into a configuration suitable for hauling liquids or other flowable products. Thus, while such cars may cul~elltly 'lde~lh~ ll without any cargo along its return trip after delivering its commo lity to its destin~tion~ the present invention will perrnit another, subst~nti~11y dirrelen~ commrrlity to be hauled on the return trip. For in~t~nce, coal is cullenlly hauled in open-topped railcars from a coal mine to a delivery site such as a coal-fired power facility, but the train does not pick up a commodity at the power facility to haul back to the coal mine. By deploying the present invention in the cars of the train, the -WO 94/01314 2 1 3 9 ~ 7 3 Pcr/US93/06435 train may haul m~t~ri~1~ it was not adapted to haul in its standard open-topped configuration.
Two possible m~tPri~1~ to haul on the return trip are "fly ash", the residue left after burning coal, and "sludge", a fluid left after standard aeration of sewage. One could, for instance, use the fly ash in mine rec1~m~tic)n by mixing it with slag already present at the mine site - the generally basic ash can offset the acidity of the slag to produce a more environmP-nt~11y neutral m~t~ri~1. The sludge tends to be relatively rich in nutrients and, with further tre~tment~ may be used as a fertilizer or the like in mine re~1~m~tion projects. Fly ash is too fine to be hauled in open-topped cars and sludge presents si~nific~nt handling problems in open-topped cars, inc1udin~ c1e~nin~ and the lack of even minim~1 cont~inment of the waste during an accident. The present invention, therefore, permits the train to b~ckh~lll loads that it would oldill~Lily be unable to carry.
It is cont~mplated that a train used with the present invention will make a series of round trips to the same ~estin~tion and back. If one were to remove the filled bladders at one end of the trip but not return the bladders to the other end, one would need to continually pul-;hase more bladders to use at that end. It is therefore desirable to haul the bladders back to the other end of the trip even if they are not filled with a commo-lity.
A particularly useful manner of hauling the bladders on this outbound trip is depicted schP-m~tit~-~lly in Figure 5. The bladders 50 will be readily collapsed into a relatively flat, compact configuration that can be received generally within the confines of the frame 10. The bladders may be rested upon the top of the contents of the railcar, such as the coal C shown in Figure 5. This permits the bladders to serve as a tarp over the con~e.. ls of the railcar, .~ any loss of product as the train moves along the track. When the train reaches the desti~tion for the commodity, such as the coal-fired power plant noted above, the frame and the empty bladders may be lifted off of the - railcar so that the commn~lity may be delivered in its standard ~I~anller.
The bladders may then be filled with any suitable commodity, such as flyash, forthe return trip. Although the bladders may be filled after re~hing the ~estin~tion and be immeAi~tP1y placed within the railcars for the return trip, this may be too time con~uming; in such instances, it is desirable that a series of bladders already be filled Wo 94/0131J PCr/US93/0643~
~39rtrl3 ~
when the train arrives so that the time nPcP~Ss~ry to fill the bladders is elimin~tPd The bladders removed upon arrival of the train may be kept at the ~lestin~tion for filling with the desired commodity and be carried back on the next return trip or the next train.
Empty bladders on a frame may be replaced with filled bladders by removing the cables S 46 from the hooks 42 or, alternatively, a second sé't ~f frames may be retained at the delivery site so that a frame of filled bladders is ~aiting for arrival of the train, further red~1cing the turn-around time at the delivery site.
Figure l0 depicts an ~1tern~tive embodiment of the frame l0. Although most of the structural elemPnts of the these frames are e~enti~11y the same, the frame of Figure 10 also in~ des a tarpaulin 60. This tarpaulin is adapted to serve as a cover over the interior of a railcar when the frame l0 is ~tt~t~hed to the top of the car. It is prer~led that the tarpaulin cover subst~nti~lly the entire frame so that it will provide an effective cover for the railcar.
In the embodiment shown in Figure l0, the tarpaulin 60 extends between the lS outer ends of each of the arms 30 of the frame and over the central beam 20. It is cu~ tpd that the present frame will be placed onto and lifted off of the railcar using ~pst~n-ling grappling members 70 provided along the central beam, as explained in detail below. To permit the lifting mP~h~ni~m to securely grasp these grappling members, the grappling mPmkers 70 should extend upwardly beyond and through the tarpaulin, asshown. This may be accomplished by simply providing a port (not shown) through the tarpaulin adapted for passage of the grappling members thel~ lough. If desired, the tarpaulin may be det~h~h1~P from the rest of the frame l0 so that it may be deployed when needed but removed when it is not ~ece~ry.
The tarpaulin may be formed of any suitable material, such as a strong canvas fabric or the like. It is desirable that the m~tPri~1 be relatively flexible so that it may be co11~psed for storage or transport when the tarpaulin is removed from the frame. One other m~tPri~1 which may meet these qu~lific~tions is a fabric coated with a liquid-impP-mP~h1e rubber or plastic m~tPri~1, such as the fabric used in the manufacture of the Fabribin bl~ldprs noted above.
Figures 13 and 14 depict another embodiment of the present invention which may include a cover so that it may serve as a cover for a railcar. However, unlike the previous embotlimPnt, the cover 60 incll-des a number of structural ~u~oll~ not used in Wo 94/01314 2 ~ 3 ~ ~ 7 ~ PCr~US~3/06435 the embo-limPnt of Figure 10.
The frame 10 shown in Figures 13 and 14 inchldes a plurality of arms 30 which extend from the central beam. Whereas the previous embo-1im~ntc only employ two arms at each end of the cent~al beam, the present embodiment incl~lde.s four arms associated with each bladder connector 40. Each of these arms extend generally dowllw~Lrdly away from the connector 40 and are orientPA at about a 45 degree angle from the central beam as viewed from above (i.e. as shown in Figure 13).
The po~itioning of these sets of arms about each bladder connector 40 defines a generally pyr~mi~1ic~1 recess ~co~i~tPd with each connPctor. When the bladders are filled, this recess does not pPntor~lly play a major role in the positioning of the bladder ~tt~Chpd to the connPctor 40. When the bladders are emptied, though, they may becollapsed, as diccl-c~d above in connection with Figure 5. The arms 30 of the present embo~limPnt are desirably orientPcl to define a recess sized to receive a coll~rsed bladder. When the bladders are placed on top of cargo within the railcar, as shown for a previous embodiment in Figure 5, the bladders will be collapsed vvithin the ,~cesses and their bottoms will rest on top of the cargo.
.~imilz~rly, the frame shown in Figures 13 and 14 use a number of cross beams spaced along the length of the frame rather than the two or four cross beams 26,28 used in the previous embo~liment~ The cross beams 26 of the present embodiment may begPner~lly planar rather than the elongate beams of the former embo-limPnt~ and may extend d~w~l-v~dly from the top of the frame. These cross beams taper generally laterally ou~w;~dly from the central beam so that they are higher in the center than they are toward the ends. In order to avoid ;~lr~ re. ;i-g with the reces~es defined by the arms ~ 30 for receiving the bladders, the central portions of the cross braces po.~itioned through these r~ce5~ s may be profiled to further define the recess.
If so desired, the cross braces 27 po~itiolle~ at the ends of the frame may extend generally p~r~l1P1 to rather than longit~ in~lly of the central beam 20. These cross ~ braces 37 may be ~ hed to the arms 30 at the ends of the frame rather than the central beam. They also desirably taper toward their outer ends, for reasons eYrl~ined immP~ tPly below.
As in the embodiment of Figure 10, the frame 10 of Figures 13 and 14 may use a cover 60, as mentionPd above. This cover may be a flexible, det~h~ble tarpaulin as WO 94/01314 ~ ~39~ ; Pcr/US93/06435 in the previous embodiment, but is preferably a relatively rigid and permanent part of the frame. The cross braces 26,27 serve as a structural "skeleton" supporting the cover 60. The cross braces taper toward their outer ends to define a cover having a sloped profile with an P1Ong~te apex coinci~ling subst~nti~1ly with the central beam 20. This reduced the wind profile of the cover, making the cover more fuel efficient and less likely to make the railcar susceptible to wind c~rrents than if the cover had a blunt, rectangular profile.
One additional embodiment of a frame l0 of the invention is shown in Figures 19 and 20. As in the embodiment of Figures 13 and 14, this frame includes a plurality of arms 30 eYtP-~-ling ouLw~dly from a central beam. Once again, the arms 30 arearranged with four arms associated with each bladder connector 40 and eYten~lingoutwardly from the central beam to a position adjacent the top of a sidewall of the car when the frame is deployed, as shown.
In the embodiment of Figures l9 and 20 the frame desirably incl~ldes at least one generally transversely oriented cross beam 26 ~soci~tçd with each bladder connector, with the cross beam 26 being ~tt~hed at either end to one of the two generally laterally eYt~P-nding cross beams 28, with the cross beam 26 being oriPntPd generally perpendicular to the central beam and the lateral cross beams 28. If so desired, an ~d~1ition~1 transverse cross beam 26 may be provided between each of the bladder connectors 40, with this additional cross beam being optimally disposed about midway along the length of the central beam between two adjacent bladder connectors.
As noted above, a frame of the invention is provided with means ~ ;ng a crane or other lifting mech~ni.cm to lower the frame onto a railcar or to lift a frame from a railcar. The ~pst~n(ling grappling mPmbers 70 shown in the various drawings are best seen in Figures 16A-C. Figure 16A shows a first embodiment of the grappling member 70 assembled as part of the central beam 20 of the invention. As noted above, in one ert;lled embodiment the central beam comprises a pair of C-shaped brackets 22 which are open in a direction facing away from the other C-shaped bracket.
In such an embotlim~nt~ the grappling member may advantageously comprise an Plong~tP base 72 and an upst~n-ling segment 74, with the base being sized for deployment between the C-shaped brackets 22 of the central beam. This base may be ~ttached to the central beam 20 in any desired fashion, such as by welding or by means WO 94/01314 PCr~US93J0643~
~ 213977~

of bolts or the like passing through the ports 73 in the base and in the brackets 22 of the central beam. As is the case with the bladder connectors 40 desc~ibed above, this connection of the grappling members 70 to the central beam will also serve to rigidly connect the C-shaped brackets 22 of the beam to one another.
The upst~n-1ing sçgmPnt 74 of the grappling member 70 is lle~igned to be readilygrasped by a crane or the like for raising or lowering the frame. The llpst~n-lin~
segm~ont 74 may be a simple eyelet adapted to receive a standard hook of a crane, as tr~ted in Figures 13 and 14. In a p~er~ ~Cd embotlimPnt~ though, the l-pst~n-1ing segm~nt compri~çs a laterally ~Yt~-nlling rod 76 and a plate 77 which are carried above the base of the grappling member and are therefore positioned generally above the top of the central beam 20. It is con~e...~ t~d that the top of the plate 77 and the top of the rod 76 will be generally aligned with one another to position the lower part of the rod below the bottom of the plate. Since the rod will therefore extend below the plate, the rod and plate together define a recess 75 (best seen in Figures 18A-C) for receiving a grapple of a crane, as described below.
Although a frame of the invention may use a single grappling member 70 positioned a~p~ çly mid-way along the length of the central member, it is ~-~Çel-cd that more than one grappling mPmher be used. As shown in the drawings, the framemay be provided with a pair of grappling members spaced away from one another along the length of the central beam. These grappling members should be spaced a~ imately the same ~ t~nce from the middle of the central beam, as shown in Figures 1-14, so that the weight of the frame and any ~tt~h~d bladders is subst~nti~lly equally distributed between the two grappling members.
Spacing two or more grappling members apart from one another rather than using a s.r.gle, ce;~ ly loeated gr~pp~ng ~lerr.ber will imp;ove the toisiorlal stabili~j, i.e. ~e re~i~t~n~e to turning and twisting, of the frame when it is lifted off of or lowered onto a railcar. Not only does this make the loading and unlo~-ling operation more - pre~ict~hlç, it will help ensure that the frame is prope ly aligned with a railcar when it is to be deployed on the car.
Figures 11 and 12 depict another slightly modified version of a frame 10 of the invention. This frame is subst~nti~lly the same as the frame shown in Figures 8 and 9, but this frame incllldes four, rather than two, grappling members 70. In this Wo 94/01314 Pcr/us93/06435 ~,~39~t7~ ~- - 22 -embo-limPnt the bladder connector 40 and the grappling member are formed as a single PlP~mPnt with the hook (42 in Figure lS) eYtPnrling below the central beam 20 and the upst~n~ling segmPnt of the grappling member 70 eYten(1ing above the top of the beam.
A similar construction is also utilized in the embodiment of Figures 13 and 14, although the exact structure and spacing of the grappling members differ somewhat from the construction shown in Figures ll and 12. ,t '~-~
As noted above, many railcars include center sills which serve to make the railcar more structurally sound. Center sills which are commonly used in railcars used in hauling coal and the like extend laterally along the floor of the railcar subst~nti~lly along the mi~llimp of the car. These sills help make the railcars more rigid and reduce problems ~o~i~tP~ with torsional stresses placed on the car during use. In railcars which include discharge openings in their floors (described above), the center sills are particularly useful in making the floor more rigid. However, if a bladder is rested on such a center sill, it will tend to sag around the sides of the sill because the sill is na l~wer than the ~nticip~tPA size of the base of bladders used in the present invention.
This will make the load of the bladders less stable and can cause undue wear on the bladders, re~lut-in~ their effective life.
Figures 22-24 depict a platform 200 which may be used in connP~tiQn with a frame of the invention. The platform 200 inr,llldes an upper surface 202 adapted to support a bladder in a railcar and a lower surface 204 adapted to be carried by a projection on an interior surface of a railcar, as described below. The platform may be of any useful shape, such as generally circular in shape (as shown), square, etc. If the bladders have are generally circular in ho.;,ol.t;.1 cross section near their bottoms, as ill..~l.~l~d in Figure 24, a circularly shaped plafform can adequately and uniformly support the bottom of the bladder without making the platform unduly large or cumbersome.
The lower surface 204 of the platform is adapted to be carried and supported by a projection of the railcar. In a plefelled embo-limP-nt, the lower surface 204is shaped to be s~ly~olLed and carried by a center sill 230 in a lower portion of a railcar. In particular, the lower surface desirably in~ (1es a recess 206 for receiving the center sill to enable the center sill to su~olLi~ely engage the lower surface of the platform.
The shape of the recess in cross section is optimally subst~nti~lly the same as the WO 94/~l3t4 2 ~ 3 9 7 7 3 PC~/US93J0643~

shape of the center sill upon which the platform is designe~l to rest. In the embodiment shown in Figures 22-24, the center sill 230 is an elongate ridge running along asubstantial portion of the length of the railcar floor. This ridge is generally L~ P7O;~
in cross section (illll~tr~ted in Figure 24A and B), with two sidewalls 232 tapering upwardly to a top wall 234 which is narrower than the base of the sill. The recess 206 in the platform is therefore desirable elQng~te and incl~ldes two sidewalls 208 which may be angled inwardly toward one another in an upward direction, as shown, and an abutting wall 210 exten~ling b~we~n the tops of the sidewalls.
As can be seen in Figure 24B, the center sill 230 can be closely received withinthe recess 206, with the abufflng wall 210 of the platform resting on the top wall 324 of the sill. The sill is desirably fairly closely received within the recess to improve stability of the platform. If there is too much room between the walls of the sill and the walls of the recess, the platform may shift under the load of the bladder 50 intPnded to rest as the bladder shifts, particularly laterally, during transit. The recess desirably runs along the entire width of the platform 200 and is preferably oriented subst~nti~lly along the center line of the platform to maximize the length of the recess in contact with the sill.
It is to be l~n(lPrstood that the shape of the recess can be varied from that shown if the projection if the railcar dictates such a change. However, the shape of center sills used in dirre~ t models of railcars tends to be fairly standardized and is usually either generally ll~pe~oi(l~l (subst~nti~lly as shown in Figures 24) or generally rectangular (as when the center sill is formed of a length of I-beam or the like). This ~ a platform of the invention to be used in connection with a number of dirr~l~nt railcar designs without having to have a sep~d~e platform design for each railcar.
The rest of the bottom surface 202 may be of any desired shape. In the embo~iimPnt shown, the bottom surface is in-~lin~d generally upwardly laterally away from the recess, as ill~lstr~t~d. It is to be understood that the bottom surface need not have such a configur~tion. For in~t~nce, the bottom may be generally flat or could be inclinP11 generally dowllwardly laterally away from the recess.
The upper surface 202 of the platform may be subst~nti~lly flat or of any other desired shape. For in~t~nce, if the bladders intended to rest on this surface are smaller in ~ metto.r than the platform, the platform may include a lip or the like (not shown) to WO 94/013t~,~.3~ Pcr/US93/0643:~

keep the bladder subsf~nti~11y centered on the platform. It is currently contemplated, though, that in most commercial operations the platform 200 will be somewhat smaller than the bladder, as schem~tic~11y illustrated in Figures 24 A and B.
In the embodimPnt shown in the drawings, the platform inc1inPs downwardly generally laterally outwardly from the its ce-nterlinp. This will help balance the load of the bladder as it hangs over the periphery of the platform. In order to further improve stability and ensure that the platform has s1~ffi~-ient structural strength to support a bladder, the portion of the upper surface disposed directly above the recess 206 on the lower surface may be generally flat, as best seen in Figure 23.
The platform may be formed of any suitably strong and durable m~teri~1. As exp1~inPd immPAi~tPly below, in ône embodiment the platform is designed to be removable from the railcar when a bladder is removed. In such an embodiment, it is ell~d that the platform be formed of a relatively light, yet strong material, such as a strong, durable plastic, to make deployment of the platform easier.
~5 Figures 24A and B schem~ti~11y illustrate deployment of a bladder and platform of the invention in a railcar. The platform may be relatively permanently affixed to the center sill of the railcar, such as with bolts. Although this may improve stability of the platform, it is believed that the platform could interfere with use of the railcar without the b1~-1clP-rs, such as when coal is to be emptied through the bottom of the car.
Accordingly, it is pl~fell~d that the platform be readily removable from the railcar and not be ~tt~-~hed to the center sill, but simply rest thereon when in use.
Placing the platform in the railcar in an operation sep~r~te from deployment of the bladder and frame of the invention may cause undue delays in loading and llnl~ ing the bladders. If so desired, the platform may be ~tt~rh~d to the bladder and be inserted into and removed from the railcar with the bladder and the frame, as shown in Figure 24A. The platform may be ~tt~ched to the bladder in any desired f~hion, but it may be advantageous to be able to remove the platform from the bladder when the bladder is to be filled or emptied.
When the bladder and platform are in~t~lled for transport in a railcar, the rPs--1ting structure is more stable than if the bladder were allowed to simply rest on the center sill 230 or other projection on the interior of the railcar. This structure compri~es a frame having a central beam and a plurality of arms eYtPn(iing outwardly from the WO 94/01314 ~ 1 3 9 7 7 ~ PCl~US93/0643~i .

beam for ~tt~hmçnt to an upper portion of the railcar. At least one bladder is conne~ted to the frame and depends theleLo"l, and the platform is disposed between the bladder and a projection, e.g. a center sill 230, on the interior of the railcar. The platform rests upon and is supported by the projection, with at least a portion of the weight of the bladder being supported by and festing upon the platform.
In one ~lc;f~ ed embodiment, the frames are lowered onto or lifted off of a railcar by means of an overhead crane mech~ni~m, as depicted schem~tic~lly in Figure 17. Such overhead cranes generally compri.ce a crane 100 suspencle~ above a length of a railroad track and the crane is movable laterally along an overhead beam 105 from a position imm~i~tPly above the track to a position above an area adjacent the track. The crane may lift cargo or the like from a railcar and move the cargo laterally away from the track before lowering it for st~cking next to the track. Such overhead cranes are widely used in the railroad industry and need not be discussed in great detail here.
When such an overhead crane mP~h~nism is used in connection with the present invention, it is desirably provided with grapples adapted to securely grasp the grappling members 70 of the frame 10. The crane 100 should be provided with the same number of grapples 120 as grappling members are provided on the frame and the grapples should be spaced apart from one another the same fli~t~nce as the grappling members are spaced along the central beam 20. As shown in Figure 17, the crane 100 desirably inclllcles a relatively rigid body 110 to which the grapples 120 are ~tt~h~ This body will m~int~in the relative positions of the grapples as the crane is lowered and raised, making ~tt~çhmt-nt of the crane to the frame easier and more predictable. The body may be connçcted to the overhead beam in any manner which would permit ready vertical movement of the crane body, such as by means of hydraulic lifts or a series of cables 108. Obviously, the lifting merh~ni~m should be adequate to handle the ~nticip~t~d weight of the frame and a plurality off filled bladders ~tt~ched to the frame.
The grapples 120 may take any suitable shape, such as a hook shape. A
- ~lcrtll~d embodiment of a grapple 120 of the crane 100 adapted for use with the grappling members 70 described above is shown schem~tic~lly in Figures 18 A-C, though. The grapple 120 may be pivotally ~tt~h~ to the body oiF the crane by means of a pin 122 or the like to permit the grapple to turn with respect to the relatively rigid body. In a prer~ d embo~limçnt~ the grapple is birurcale and includes a pair of ~~ - 26 - PCr/US93/06435 generally horizontally oriented fingers 124 (only one of which is visible in the view of Figures 18A-C). The fingers should be spaced apart from one another so they may str~ le the extension 78 of the upst~n~ling portion of the grappling means 70. Each of the fingers may then engage a portion of the laterally eYten-ling rod 76 and the rolwi~d S end of the fingers may fit within the recess; ~'described above and abut against the bottom of the plate 77. ~ ~
Figures 18A-C schPm~ti~lly depict the manner in which the grapples 120 are intPn(led to engage the grappling members 70 during use. As shown in Figure 18A, the generally J-shaped grapple 120 will initially be positioned generally above and in front of (i.e. to the right in Figures 18) the grappling members of the frame. As the rail car ploglc~sses~ the grapple is lowered until the bottom edge 126 of each finger engages and rests upon the central beam 20 of the frame, as shown in Figure 18B. The bottom edge 126 is desirably generally flat so that by resting on the beam 20 it will reproducibly position the grapple with respect to the grappling member 70 of each frame.
As the train progresses further down the track, the grapple will slide along thecentral beam 20 and the folw~d leg of the fingers 124 will slide beneath the rod 76 of the grappling member. The rod will then abut against the fealw~d legs 128 of thefingers 124. The fingers should be shaped so that the engagement between the rod 76 and the ,~ w~d legs 128 will be disposed above the axis of the pivot pin 122 ~tt~r-hing the grapple to the body of the crane. As the train continues its movement relative to the crane, the abutment between the rod and the rearward legs will urge the fingers 124 to pivot about the pivot pin 122. -As depicted in Figure 18C, the grapple will continue to pivot until the folw~d legs 127 of the fingers swing upwardly into engagement with the bottom of the plate 77 of the grappling member. The fingers are provided with a cradle 130 sized ad shaped to receive a portion of the rod 76 of the grappling means. The cradle 130 and ~- w~d leg 127 should be shaped to permit the leg to pivot generally into the recess 75 behind --the rod. The crane body may then be lifted generally vertically upwardly to remove the frame and any bladders depP-n-ling theleLul" from the railcar to which it is ~tt~rhP~l VVhen the frame is to be placed on a railcar the process described above and illustrated in Figures 18A-C may PssPnti~lly reversed by lowering the crane body to permit the grapple to pivot out of engagement with the rod, slide rearwardly along the central beam Wo 94/01314 2 1 3 9 7 7 3 PCI/US~3106435 and be lifted away from the deployed frame.
While a l~lc;rell~;d embodiment of the present invention has been described above, it is to be understood that various changes, variations and adaptations may be made in the invention without departing from the spirit of the invention or the scope of the S appended claims.

Claims (10)

WHAT IS CLAIMED IS:

1. A railroad car conversion apparatus for hauling a flowable material in an open-topped railroad car comprising:
a. an elongate central beam having first and second ends and a plurality of bladder connection means for releasably attaching a plurality of material-receiving bladders to the central beam;
b. a plurality of arms extending generally laterally outwardly from the central beam, the arms and central beam being sized to permit each of the arms to abut an upper edge of a sidewall of an open-topped railroad car;
c. locking means carried by the arms for releasably attaching the arms and the central beam to the railroad car; and d. grappling means carried by of the central beam and being adapted to be engaged by a crane mechanism for lifting the central beam and any bladders attached thereto generally upwardly away from the railroad car.

2. The conversion apparatus of claim 1 wherein a plurality of said arms are attached to the central beam adjacent each of the bladder connection means, the arms defining a recess.

3. The conversion apparatus of claim 2 wherein the recess is sized to receive one of said bladders when the bladder is empty and collapsed.

4. The conversion apparatus of claim 1 further comprising a cover means carried by the frame, the cover being adapted to substantially cover a material within an interior of the open-topped railroad car.

5. The conversion apparatus of claim 1 wherein the central beam comprises a pair of elongate, generally C-shaped brackets, the brackets being oriented substantially parallel to one another and extend along the entire length of the central beam.

6. The conversion apparatus of claim 1 wherein the length of the central beam may be adjusted.

7. The conversion apparatus of claim 6 wherein the central beam comprises a plurality of elongate I-beam segments and a plurality of C-shaped brackets, the I-beam segments being releasably connected to one another by said C-shaped brackets.

8. An apparatus for supporting a bladder on a protrusion on an interior surface of a railcar comprising a platform having an upper surface and a lower surface, the upper surface being adapted to support a bladder thereon in the railcar, the lower surface including a recess adapted to supportingly receive the protrusion, the platform providing a stable support for the bladders in the railcar.

9. The apparatus of claim 8 wherein the recess in the lower surface of the platform is elongate and is shaped to securely receive a center sill of the railcar therein.

10. The apparatus of claim 9 wherein the recess includes a pair of sidewalls angled inwardly in an upward direction and an abutting wall adapted to rest on an upper surface of the center sill.