US3294035A

US3294035A - Multi-purpose railway cars of the piggyback type incorporating improved hand brake mechanisms

Info

Publication number: US3294035A
Application number: US429493A
Authority: US
Inventors: Samuel H Enochian
Original assignee: Gen Am Transport
Current assignee: General American Transportation Corp
Priority date: 1965-02-01
Filing date: 1965-02-01
Publication date: 1966-12-27
Anticipated expiration: 1983-12-27

Description

S. H. ENOCHIAN Dec. 2.7, 1966 MULTI-PURPOSE RAILWAY CARS OF THE PIGGYBACK TYPE IYNCORPORATING IMPROVED HAND BRAKE MECHANISMS Filed Feb.- l, 1965 6 Sheets-Sheet l /NVENTOR SAMUEL H. ENOCH/AN 16201.05) 02.7%, C? 71 ATTYS,

Dec. 27, 1966 s. H. ENocHlAN MULTI-PURPOSE RAILWAY CARS OF THE PIGGYBACK TYPE INCORPORATING IMPROVED HAND BRAKE MECHANISMS Filed Feb. l, 1965 6 Sheets-Sheet 2 Dec. 27, 1966 S. H. ENOCHIAN MULTI-PURPOSE RAILWAY CARS OF THE PIGGYBACK TYPE INCORPORATING IMPROVED HAND BRAKE MECHANISMS Filed Feb. l, 1965 6 Sheets-Sheet 3 40., To TOP 0F EDCE oF DECK AAR.

CLEARANCE LINE- 85' CAR Dec. 27, 1966 s. H. ENQCHIAN 392%935 MULTI-PURPOSE RAILWAY CARS 0F THE PIGGYBAGK' TYPE INCORPORATING lmPRovED HAND BRAKE MECHANISMS Filed Feb. 1, 1965 6 Sheets-Sheet Dec. 27, 19% s. H. ENOCHIAN 3,294,935

MULTI-PURPOSE RAILWAY CARS OF THE PIGGYBACK TYPE INCORPORATING IMPROVED HAND BRAKE MECHANISMS Filed Feb. l, 1965 6 Sheets-Sheet 5 VU VU AAR. [30 CLEARANCE LINE TOP OF RAIL Dec 27 1956 s. H. ENocl-HAN 3294,@35

MULTI-PURPOSE RAILWAY CARS OF THE PIGGYBCK TYFE NCORPORATING IMPROVED HAND BRAKE MECHANISMS Filed Feb. 1, 1965 6 Sheets-Sheet 6 E .m R. AE Anm A :ALL a TOP OF RAIL United States Patent() 3,294,035 MULTI-PURPGSE RAILWAY CARS OF THE PIGGY- BACK TYPE INCORPORATING IMPROVED HAND BRAKE MECHANISMS Samuel H. Enochian, Thornton, Ill., assignor to General American Transportation Corporation, Chicago, Ill., a corporation of New York Filed Feb. 1, 1965, Ser. No. 429,493 14 Claims. (Cl. 10S-368) The present invention relates to multi-purpose railway cars of the piggyback type, and more particularly to such railway cars incorporating an improved arrangement and disposition of the hand brake mechanisms thereof, so as to prevent interference by the hand brake mechanisms with various loading and unloading operations employed in conjunction with the railway cars.

In U.S. Patent No. 3,143,978, granted on August ll, 1964, to Deodat Clejan, there is disclosed a railway car of the piggyback type that comprises an elongated longitudinally extending narrow beam having a length between the opposite ends thereof in excess of about 85 feet, a pair of wheeled trucks respectively supporting the opposite end of the bea-m, and a pair of elongated longitudinally extending and laterally spaced-apart treadways respectively carried by the opposite sides of the beam. The top of the beam defines an elongated longitudinally extending centrally disposed substantially horizontal narrow platform; and the pair of treadways are positioned in a substantially horizontal plane located below the top of the platform. The platform is adapted to support two freight containers mounted in tandem relation on top of the beam; and the pair of treadways are adapted respectively to support the laterally spaced-apart road wheels of each of two road semi-trailers mounted in tandem relation on -top of the beam. The longitudinal distance between the opposite ends of the platform is at least 85 feet and the lateral distance between the opposite outer sides of the platform is about 40 inches. The longitudinal distance between the opposite ends of each of the treadways is at least about 85 feet; the lateral distance between the opposite outer sides of the treadways is at least about 100 inches; and the vertical distance between the top of the platform and the plane of the top of the treadways disposed tlherebelow is not substantially greater than about 8 inches so as to prevent interference by the platform wit-h the underframe of a road semitrailer mounted on top of the beam.

In the use of this railway car, the road semi-trailers and the containers are both loaded and unloaded with respect to the top of the beam by a variety of freight handling systems involving endhandling, side-handling and overhead-handling; whereby, heretofore, no really satisfactory location has been `found for the hand brake mechanism for controlling the braking mechanisms respectively incorporated in the wheeled trucks respectively supporting the opposite ends of the beam, so that the hand brake mechanism does not seriously interfere with the loading and unloading operations involved in one of the freight handling systems mentioned.

Accordingly, it is a general object of the invention to provide in a railway car of the piggyback type, an improved disposition and arrangement of the hand brake mechanism, wherein it is convenient and readily accessible, wherein the same does not interfere in any way with loading and unloading operations involved in any of the known systems of freight-handling, and wherein the same is within the A.A.R. clearance line for the car.

Another object of the invention is to provide an arrangement of the hand brake mechanism of the character described, wherein the same is carried by one side of the '3,294,035 Patented Dec. 27, 1966 frame of the railway car adjacent to one end thereof and `disposed below the adjacent side of the deck of the railway car and positioned laterally inwardly of the adja cent outer side of the deck, wherein the hand brake mechanism includes a manually operable hand wheel projecting laterally outwardly therefrom and positioned closely adjacent to and laterally outwardly of the adjacent outer side of the deck, and whereby the hand wheel may be readily operated by a brakeman either from a position on top of the adjacent side of the deck or from a position on the ground.

A further object of the invention is to provide an ar- `rangement of the hand brake mechanism of the character described, wherein all of the elements of the railway car and all of the parts carried by the frame thereof, and including the hand wheel, are arranged laterally inwardly, so that no one of them projects beyond the A.A.R. clearance line for the railway car, notwithstanding the great width of the deck of the railway car.

A still further object of the invention is to provide a multi-purpose railway car of the piggyback type that is adapted to transport simultaneously two road semi-trailers, or two freight containers, or one road semi-trailer and one freight container, and comprising an improved arrangement and location of the hand brake mechanism, so as to prevent any interference whatsoever with loading and unloading operations involved in any known `freight-handling system that may be used in conjunction with the railway car.

Yet another object of the invention is to provide in` a railway car of the piggyback type, an improved arrangement for selectively controlling the brake mechanisms that comprises brake rigging carried by the railway car frame for simultaneously controlling the brake mechanisms respectively incorporated in the trucks, brake actuating mechanism carried by one side of the frame adjacent to one end thereof and disposed below the adjacent one of the treadways and positioned laterally inwardly of the adjacent outer side of the one treadway, the brake actuating mechanism including a rotatably mounted operating shaft operatively connected to the brake rigging, a jack shaft carried by the one side of the frame and mounted thereupon for rotation about its own axis, the jack shaft being positioned adjacent to the brake actuating mechanism and disposed below the one treadway and operatively connected to the operating shaft, a mast carried by the one side of the frame laterally outwardly of the one treadway andmounted adjacent to the inner end thereof for movement about the jack shaft between a generally horizontal retracted position and a generally vertical projected position, the outer end of the mast being disposed adjacent to the top of the one treadway when the mast occupies its retracted position and the outer end of the mast being disposed well above the top of the one treadway when the mast occupies its projected position, a manually operable hand wheel carried by the outer end of the mast and mounted thereupon for rotation about its own axis and also movable with the mast between its retracted and projected positions, the hand wheel being arranged so that the top thereof does not project upwardly any sub-V stantial distance above the top of the one treadway when the mast occupies its retracted position, whereby the hand wheel when it occupies its retracted position is in non-interfering relation with respect to loading and unloading of the road semi-trailers and the freight containers with respect to the top of the frame, and an operative connection between the hand wheel and the jack shaft; and wherein all of the elements of the car and all of the parts carried by the frame, and including the hand wheel, are arranged laterally inwardly so that no one of them projects laterally outwardly beyond the A.A.R. clearance line for the car.

Further features of the invention pertain to the particular arrangement of the elements of the railway car, whereby the above-outlined and additional operating features thereof are attained.

The invention, both as to its organization and method of operation, together with further objects and advantages thereof, will best be understood by reference to the following specification, taken in connection with the accompanying drawings, in which:

FIGURE 1 is a fragmentary side elevational view of a railway car of the piggyback type incorporating an arrangement and location of hand brake mechanism embodying the present invention;

FIG. 2 is a fragmentary plan view, partly broken away, of the railway car, as shown in FIG. l;

FIG. 3 is a diagrammatic illustration of the brake rigging and the hand brake mechanism that are incorporated in the railway car, as shown in FIGS. l and 2;

FIG. 4 is an enlarged side elevational view of one end of the railway car, as shown in FIG. l;

FIG. 5 is a greatly enlarged lateral vertical sectional view of one outer side of the railway car, this view being taken in the direction of the arrows along the line 5-5 in FIG. 4;

FIG. 6 is a greatly enlarged fragmentary side elevational view of the lower portion of the mast and the locking mechanism therefor that are incorporated in the hand brake mechanism;

FIG. 7 is a greatly enlarged fragmentary horizontal sectional view of the lower portion of the mast and the locking mechanism, this view being taken in the direction of the arrows along the line 7-7 in FIG. 6;

FIG. 8 is a greatly enlarged fragmentary end elevational view of the lower portion of the mast and the locking mechanism, this view being taken in the direction of the arrows along the line 8-8 in FIG. 6;

FIG. 9 is a fragmentary plan view of a modified form of the railway car;

FIG. 10 is a fragmentary lateral vertical sectional view of the railway car, this view being taken in the direction of the arrows along the line 10-10 in FIG. 9;

FIG. 1l is a fragmentary plan view of another modified form of the railway car; and

FIG. l2 is a fragmentary lateral vertical sectional View of the railway car, this view being taken in the direction of the arrows along the line 12--12 in FIG. ll.

Referring now to FIGS. l and 2 of the drawings, the railway car 10 there illustrated, and embodying the features of the present invention, is preferably of the general construction and arrangement of that disclosed in the previously mentioned patent of Deodat Clejan; whereby the railway car 10 is of the multi-purpose piggyback type that is adapted to transport two road semi-trailers mounted in tandem relation on the top thereof, or two freight containers mounted in tandem relation on the top thereof, or one road semi-trailer and one freight container mounted in tandem relation on the top thereof; which freight items may be loaded and unloaded from either end of the car 10 or from either side of the car 10 or from overhead of the car 10 employing a gantry crane, or the like; which freight-handling systems are well known and are not here particularly described in the interest of brevity.

Specifically, the railway car 10 essentially comprises an elongated longitudinally extending narrow beam 11 constituting a center sill, and including a pair of I-beams 12 extending longitudinally and arranged in laterally spaced-apart relation; the opposite ends of the I-beams 12 are tied together with a pair of striker plates 13; and the intermediate portions of the I-beams 12 are tied together by a plurality of laterally extending and longitudinally spaced-apart tie plates 14 arranged in upstanding positions. The beam 11 has a length between the opposite ends thereof in excess of feet and a width between the opposite sides thereof of about 40 inches As best shown in FIGS. l and 4, each of the I-beams 12 includes an upstanding web 15 and top and

bottom flanges

16 and 17; and the top flanges 16 are arranged in a substantially horizontal upper plane to define a corresponding platform on the top of the beam 11. The opposite ends of the beam 11 are supported by two wheeled trucks 18; and the beam 11 is of fish-belly configuration, as best shown in FIG. l. Each of the trucks 18 is of conventional construction, including track wheels 19 engaging the rails 20 of a cooperating railway track, as indicated in FIG. 1; and each of the trucks 18 incorporates the usual brake mechanism, not shown, including brake shoes cooperating with the individual track wheels 19. The trucks 18 are of standard rail gauge; whereby the beam 11 is located entirely between the planes of the inner sides of the track wheels 19, as indicated in FIG. 2.

The opposite sides of the beam 12 carry a pair of elongated longitudinally extending and laterally spacedapart box-like structures 21, each including a top plate 22 constituting a treadway, the upper surface of which is provided with non-skid beads or formations, as indicated at 23 in FIG. 2. As best shown in FIG. 5, each of the structures 21 is suitably internally reinforced, so that it is of strong rigid construction. The pair of structures 21 are suitably supported upon a number of pairs of laterally extending side arms 24 carried by the opposite sides of the beam 12 and arranged in longitudinally spaced-apart relation. In the arrangement, the pair of treadways 22 are disposed in a substantially horizontally disposed lower plane and constitute a composite deck for the railway car. Each of the structures 21 has a length of at least about 85 feet; the lateral distance between the opposite outer sides of the treadways 22 is at least about l0() inches; the inner sides of the treadways 22 are disposed substantially below the outer side edges of the top flanges 16 of the adjacent I-beams 12; and the vertical distance between the upper plane of the tops of the top flanges 16 and the lower plane of the tops of the treadways 22 is about 8 inches.

The platform defined by the top flanges 16 of the I-beams 12 is adapted directly to engage and to support the bottom surfaces of the two freight containers that may be mounted in tandem relation on top of the beam 11; and the treadways 22 are adapted to engage and to support the laterally spaced-apart road wheels, indicated at 25 in FIGS. 1 and 5, of each of the two road semitrailers that may be mounted in tandem relation on top of the beam 11. Also the beam 11 comprises first hitch facility for securing in place the individual road semitrailers, and second hitch facility for securing in place the individual freight containers, and cushioning facility for preventing the transmission of severe longitudinal shocks from the beam 11 to the individual hitch facilities; which equipment forms no part of the present invention and has not been illustrated in the interest of brevity; however, such equipment is fully disclosed in the previously mentioned Clejan patent and is hereby incorporated herein by reference for purposes of completeness.

Further, the railway car 10 comprises brake actuating mechanism 30 of conventional construction and arrangement, and preferably of Equipco Type 375OD, a nonspin type of brake actuating mechanism; which mechanism 30 is arranged and located in accordance with the present invention. Specifically the brake actuating mechanism 30 is carried by one side of the beam 11 adjacent to one end thereof and disposed below the adjacent one of the treadways 22 and positioned laterally inwardly of theadjacent outer side of the one treadway 22, as shown iii FIGS. l, 2, 4 and 5. More particularly, the mechanism 30 is located about 3 feet from the adjacent one end of the beam 11, as shown in FIGS. 1, 2 and 4; and as illustrated in FIG. 5, the casing 31 of the mechanism 30 is directly secured to a mounting plate 32 that is directly secured in place to the adjacent structure 21. Specifically, in order to conserve space, the mounting plate 32 projects both upwardly into the adjacent hollow structure 21 and downwardly therebelow; the casing 31 of the mechanism 30 is directly secured to the outer side of the mounting plate 32; and the top of the casing 31 is positioned somewhat below the adjacent plate constituting the treadway 22. As best shown in FIG. 4, the mechanism 30 comprises a rotatably mounted operating shaft 33 that has a chain pulley 34 rigidly secured thereto, a rotatably mounted arbour 35 operatively connected to a pull chain 36, and gearing 37 operatively interconnecting the operating shaft 33 and the arbour 35.

Referring now to FIGS. 4 and 5, a mounting bracket 38 is secured to the side of the adjacent structure 21 and to the mounting plate 32 directly above the mechanism 30; which mounting bracket 38 supports a housing 40 in which there is rotatably mounted a laterally extending jack shaft 41. A chain pulley 42 is rigidly secured to the inner portion of the jack shaft 41 adjacent to the outer side of the mounting bracket 38; and the two

chain pulleys

34 and 42 are operatively interconnected by an endless chain 43. The outer end of the housing 40 terminates in a cylindrical bearing member 44 disposed in concentric relation and in surrounding position with the intermediate portion of the jack shaft 41; which bearing member 44 supports a surrounding lbearing strap 45 constituting the inner end of a hollow mast 46. The extreme outer end of the housing 40 terminates in an end wall 47 through which the extreme outer end of the jack shaft 41 projects. The jack shaft 41 is clamped in posit1on w1th1n the housing 40 by a clamping collar 48 disposed 1n engagement with the outer side of the end wall 47 and a cooperating nut 48 carried on the extreme outer threaded end of the jack shaft 41.

The mast 46 is rotatable between a projected position, as shown in FIG. 5 and as shown in ffull lines in FIG. 4, and a retracted position, as shown in broken lines in FIG. 4, since the bearing strap 45 is readily rotatable about the outer cylindrical surface of the bearing member 44; all for a purpose more fully explained below. The outer end of the mast 46 carries a wheel shaft 49 rotatably mounted therein; which wheel shaft 49 projects laterally outwardly from the outer end of the mast 46 and carries on the extreme outer end thereof Ia hand wheel 50 rigidly secured thereto. The outer portion of the jack shaft 41 c-arries a chain pulley 51 rigidly secured thereto; the inner end of the wheel shaft 419 carries a chain pulley 52 rigidly secured thereto; and the two chain pulleys 51 and 52 are operatively interconnected by an endless chain 53 that is enclosed within the hollow mast 46.

As clearly illustrated in FIGS. 4 and 5, when the m-ast 46 occupies its projected position, it is disposed in a generally vertical position and the top of the hand wheel 50 is positioned, well above the adjacent treadway E2.2. As indicated in FIG. 4, when the mast 46 occupies its retracted position, it is disposed `in la generally horizontal position and the top of the hand wheel 50` is positioned only somewhat above the adjacent treadway 22, and no substantial distance thereabove; whereb-y the hand wheel 50, when the mast 46 occupies its retracted position, is in non-interfering relation with respect to loading and unloading of the road semi-trailers and t-he freight containers with respect to the top of the beam 11.

At this point it is mentioned in conjunction with FIG. 4, that when the hand wheel 50 is manually rotated in the clockwise direction, the

elements

49, 51, 41, 42, 34 and 33 are likewise rotated in the clockwise direction, so as to effect counter-clockwise rotation of the arbour 35, with the consequent reeling-in of the pull chain 36,

and with the result that -both of thel brake mechanisms, not shown, respectively incorporated in the trucks 18 are set. On the other hand, when the hand wheel 50l is manually rotated in the counter-clockwise direction, as viewed in FIG. 4, the

elements

49, 51, 41, 42, 34 and 33 are likewise rotated in the counter-clockwise direction, so as to effect clockwise rotation of the arbour 35, with the consequent reeling-out of the pulll chain 36, and with the res-ult that both of the brake mechanisms, not shown, respectively incorporated in the trucks 18 are released. These operations are described in greater detail hereinafter in conjunction with the brake rigging of FIG. 3, but are discussed `at this point in connection with FIG. 4, so that it will be appreciated that rotations of the hand-wheel 50, as described above, produce precisely the same actions with respect to setting and to releasing the brake mechanisms mentioned, regardless of the position of the mast 46. Also, it will be understood that when the mast 46 occupies either of its positions, the hand wheel 5l) is readily accessible to a brakeman on the ground on the brake wheel side of the car 10. Similarly, the hand wheel 50 is readily accessible to a brakeman on the car 10, when the mast 46 occupies either of its positions. However, as explained more fully below, it lis contemplated that the mast 46 will occupy its projected position, as illustrated in FIGS. 4 and 5, at all times, except during actual loading and unloading of the freight items mentioned upon the top of the beam 11. Thus, the mast 46 is operated into its retracted position only during the loading and unloading operations; and thereafter, the mast 46 is then returned into its normal or projected position, as shown in FIGS. 4 and 5. Obviously this arrangement is highly advantageous, since the hand wheel 50, when the mast 46 occupies its projected position, is in a 'Very convenient location or position to be operated by a brakeman either on the car 10 or on the ground, Ias explained above. Accordingly, it will be appreciated that when the c-ar 10 is in tr-ansit, it is contemplated that the mast 46 will occupy its normal or projected position, which is the usual position expected by a brakeman unfamiliar with the. actual constructional details of the car 10. Also, this arrangement permits a brakeman conveniently to approach the brake wheel side of the car 10` for the purpose of setting or releasing the brake mechanisms, as may be required, since the upstanding brake wheel 50 is clearly visible to the brakeman, when the mast 46 occupies its normal or projected position, as shown in FIGS. 4 and 5.

Referring now to FIGS. 4, 6, 7 and 8, the bearing strap 45, constituting the inner or lower end of the mast 46, carries a stop 60 project-ing outwardly therefrom and radially outwardly with respect to the jack shaft 41; which stop 60 cooperates with two iangularly displaced stops 61 and 62 carried by the housing 40. The two stops 61 and 162 are disposed in the path of arcuate movement of the stop 60, thereby to limit the arc of rotation of the `bearing strap 45 with respect to the bearing member 44, and the consequent angle of rotation of the mast 46 about the jack shaft 41. Specifically, the stop 61 is engaged by the stop 60, as shown in FIG. 6, when the mast 46 is rotated into its projected position; whereby the stop 61 is called a vertical or up stop. On the other hand, the stop 62 is engaged by the stop 60, when the mast 46 is rotated into its retracted position; whereby the stop 62 is called a horizontal or down stop. The stops `61 and 62 are angularly displaced upon the housing 40 so that the centerline of the mast 46 is rotatable through an angle of about 98. Thus, when the mast 46 occupies its up position the centerline thereof is approximately in a true vertical position. On the other hand, when the mast 46 occupies its down position, the centerline thereof is in a position slightly below (about 8) a true horizontal position. This arrangement insures that the top of the hand wheel 50 is disposed in fact below the horizontal plane of the top anges 16 of the I-beams 12 of the beam 11, when the mast 46 occupies its down or retracted position, as indicated in FIG. 4; thereby positively to prevent interference with the side-loading of freight containers upon the top of the beam 11, when the mast 46 -occupies its down or retracted position.

IIn order to facilitate the ready movements of the mast 46, between its positions described above, the same carries -a pair of side straps 63 respectively carrying a pair of side hand-grasp bars 64. The hand-grasp bars 64 not only partially envelope the hand wheel 50, so as to protect the same against being struck by external objects, but constitute reaction grasps, so as to enable a brakeman readily to rotate the hand wheel 50 relative to the mast 46, as required in applying and removing the brakes with respect to the car 10. Further, the adjacent end of the structure 21 carries, near the brake wheel 50, a convenient step bar 65 and hand bar 66, as shown in FIG. 4, so as to accommodate climbing upon this end of the car by a brakeman, in the usual manner.

Again referring to FIGS. 4, 6, 7 and 8, the bearing strap 45 further carries a pair of lugs 70 on one side thereof between which there is pivotally mounted by a pin `71 a lock member 72 having an operating handle 73.

The lock member 72 is selectively operative `by the handle 73 between lock and unlock positions with respect to either one of two pairs of keeper lugs 74 and 74 carried by the housing 40 and arranged in angularly spaced-apart relation with respect to each other. Specifically, when the mast 46 occupies its up or projected position, as illustrated in FIGS. 6, 7 and 8, the stop 60 cooperates with the vertical stop 61 and the lock member 72 cooperates with the keeper lugs 74; and particularly, the lock member 72 is laterally aligned with respect to the space be tiween the keeper lugs 74, so that the lock member 72 may be selectively operated by the handle 73 between its lock and unlock positions with respect to the keeper lugs 74. On the other hand, when the mast y46 occupies its down or retracted position, the stop 60 cooperates with the horizontal stop 62 and the lock member 72 cooperates with the keeper lugs 74; and particularly, the lock member 72 is laterally aligned with respect to the space between the keeper lugs 74; so that the lock member 72 may be selectively operated by the handle 73 between its lock and unlock positions with respect to the keeper lugs 74. Accordingly, the lock arrangement accommodates locking of the mast 46 either in its up position or in its down position, as desired.

When the lock member 72 occupies its lock position with respect to the keeper lugs 74, as shown in FIG. 8, it may be restrained by a fastening pin 75 that cooperates with aligned openings formed in the outer end of the lock member 72 and in the keeper lugs 74. Similarly, when the lock member 72 occupies its lock position with respect to the keeper lugs 74, it may be restrained by the fastening pin 75 lthat cooperates with the alinged opening formed in the outer end of the lock member 72 and aligned openings formed in the keeper lugs 74. The pin 75 is connected Vby a chain 75' to the housing 40 to prevent loss thereof; which chain 75 is long enough to accommodate the insertion of the pin 75 into either set of cooperating openings, -as described above.

This locking arrangement prevents rotation of the hand wheel 50 from effecting rotation of the mast 46, when it is desired Ito activate the two brake mechanisms respectively incorporated in the two trucks 18, as explained more fully below.

Before proceeding with further description of the railway car 10, it is well to explain and to define the term A.A.R. clearance line that is involved in the construction and arrangement of the car 10. Fundamentally, the A.A.R. clearance line for this railway car 10 starts at a point disposed 62% laterally outwardly from the longitudinal center line of the

car

10 and 40" above the top of the heads of the rails 20, as clearly shown in FIG. 5; which line extends vertically upwardly from the point noted and which line extends downwardly and inwardly at an angle of 18%I from the point noted. The line also has other boundary configurations toward the 4top thereof tand toward the bottom thereof that are not here pertinent to the construction of the car 10. Now, every element and component of the railway car 10 must be located laterally inwardly of this A.A.R. clearance line in view of the extreme length of the beam 11 and in view of the extreme wid-th of the deck defined by the two structures 21, or otherwise the same could not enter certain tunnels or make certain track curves involved in the network of American railways upon which the car 10 must be transported. More particularly, this specification of the A.A.R. clearance line has been assigned to this particular railway car 10 by the I.C.C. and the same must conform thereto to be permitted interchange. Accordingly, the hand wheel 50 of the brake actuating arrangement is also located and arranged entirely laterally inwardly of the A.A.R. clearance line, as shown in FIG. 5; whereby the peculiar lateral inward mounting thereof insures that the hand wheel 50 is disposed within the A.A.R. clearance line and is located so that it is readily accessible to the brakeman from the adjacent top side of the deck of the car 10.

Referring to FIG. 3 the railway car 10` further comprises an air brake control system, only the main brake cylinder 80 of which is indicated, and brake rigging interconnecting the brake mechanism, indicated at 81 and 82, and respectively incorporated in the trucks 18, and the =brake actuating mechanism 30 and the main brake cylinder 80. Specifically, the brake mechanism y81 is operatively connected to the free end of a link 83, the other end of which is pivoted to a fixed support 84; and likewise, the brake mechanism 82 is operatively connected to the free end of a link 85, the other end of which is pivoted to a fixed support 86. The intermediate portion of the link 83 is pivoted to one end of a bar 87, and the other end of the bar 87 is pivoted to a fixed support 89. The

piston of the main brake cylinder 80 is connected to a piston rod 90 that `is pivoted to one free end of a floating link 91; the other free end of the floating link 91 is pivoted to one end of a rod 92; and the intermediate portion of the oating link 91 is pivoted to one end of a rod 93. The other end of the rod 92 is pivoted to the intermediate portion of the link and the other end of the rod 93 is pivoted to the intermediate portion of the link 88. Also, the piston rod is connected by a chain 94 to the free end of a link 95, the other end of which is pivoted to a fixed support 96. The intermediate portion of the link 95 is pivoted to one end of a rod 97; the other end of the rod 97 is pivoted to the intermediate portion of a link 98; the free end of the link 98 is pivoted to a pull rod 99; and the other end of the link 98 is pivoted to a fixed support 100. The other end of the pull rod 59 is connected to the chain 36 Iforming a part of the brake actuating mechanism 30, as previously described.

The piston of the main Ibrake cylinder 80 normally occupies a retracted position; and the brake actuating mechanism 30 normally occupies its release position; whereby the elements of the brake rigging occupy their positions, as illustrated in FIG. 3; with the result that the brake mechanisms 81 and S2 normally occupy their released positions, as illustrated in FIG. 3.

Now yassuming that the brake mechanisms 81 and 82 are to be actuated into their 'brake positions by the air braking control system, the piston is expanded in the main Ibrake cylinder 80 moving the piston rod 90 to the right, as viewed in FIG. 3. This movement of the piston rod 90 drives the lower end of lche fioating lever 91 toward the right, so as to effect movement of the rod 93 toward the right and movement of the rod 92 toward the left. Movement of the rod 93 toward the right effects corresponding movements Of the lever 88 and the rod 87.

Movement of the rod 87 toward the right effects corfesponding movement of the lever 83 land the consequence actuation of the brake mechanism 81 into its set position; and movement of the rod 92 toward the left effects corresponding movement of the lever 85 and the consequent actuation of the brake mechanism 82 into its set position. In order to release the ibrake mechanisms 81 and 82, by the air braking system, the piston is contracted in the main brake cylinder 80, moving the piston rod 90 to the left, and 'back into its normal position, as illustrated in FIG. 3; whereby reverse movements of the various elements 91, etc., take place, with the consequent actuation of the brake mechanisms 81 and 82 into their brake release positions.

Now assuming that the brake mechanisms 81 and 82 are to be actuated into their braking positions, by the brake actuating mechanism 30, the hand wheel S()` is rotated in the clockwise direction; whereby the pull chain 36 is reeled upon the arbour 35, with the consequent pull upon the pull bar 99 effects movement of the `link 9S toward the right, so that the lbar 97 moves toward the right to move the link 95 toward the right. This movement of the link 95 pulls on the chain 94 moving it and the piston rod 90 toward the right; whereby the other elements of the brake rigging are moved in the manner previously described; whereby the brake mechanisms 81 and 82 are actuated into their set positions. In order to release the brake mechanisms 81 Iand 82, by the actuating mechanism 30, the hand wheel 50l is rotated in the counterclockwise direction; whereby the tension in the chain 36 is relaxed, with the result that the piston is again moved into its contracted position in the main brake cylinder 30, so as to return the elements of the brake rigging into their positions, as illustrated in FIG. 3, in order to actuate the brake mechanisms 81 and 82 into their brake release positions.

Referring now to FIGS. 9 and l0, a modified form of the railway car 110 is there illustrated that differs from the railway car 10` only with respect to the lateral vertical profile of the frame and the deck. Specifically, the car 110 is also adapted to transport two road semi-trailers mounted on the top thereof in tandem relation, or two freight containers mounted on the top thereof in tandem relation, or one road semi-trailer and one freight container mounted on the top thereof in tandem relation. More particularly, the car 110 comprises an elongated longitudinally extending box-like center sill 111 that is supported at the opposite ends thereof sby a pair of wheeled trucks, not shown, a plurality of pai-rs of laterally extending side arms 124 carried by the opposite sides of the center sill 111 and arranged in longitudinally spacedapart relation, and a at deck 122 formed of sheet steel or the like and secured in place upon the top of the center sill 111 and the side arms 124. In this case, the opposite sides of the deck 122 carry a pair of elongated longitudinally extending and upwardly and laterally outwardly projecting side structures 122a constituting side guards. The dimensions of the fundamental elements of the car 110 correspond to those of the car 1t); whereby the longitudinal distance between the opposite ends of the deck 122 is at least about 85 feet and the lateral distance Ibetween the opposite sides of the deck 122 is at least about 100 inches. The side guards 122a project upwardly above the top at the deck 122 about 8 inches in order to prevent the possibility of a freight item mounted on the top of the deck 122 from Ibeing accident-ally displaced laterally therefrom, since the deck 122 is of iiat configuration from side to side thereof. The facilities for securing in place the road semi-trailers and the freight containers that may be mounted upon the top of the deck 122, have not been illustrated, since they form no part of the present invention and may be of conventional construction and arrangement.

Further, the car comprises the brake actuating mechanism that includes the casing 131 secured to the mounting plate 132 carried below the outer portion of the deck 122 'by the adjacent side arm 124, the mechanism 130 being loca-ted about 3 feet from the adjacent end of the deck 122. The housing is mounted upon the lower portion of the outer side of the adjacent side structure 122a and directly above the mechanism 130. The mast 146 is rotatably mounted upon the housing 140 in the manner previously explained; and the outer end of the mast 146 carries the hand wheel 150. When the mast 146 occupies its up or projected position, the hand wheel 150 is disposed well above the top of the adjacent side structure 12251. On the other hand, when the mast 146- occupies its down or retracted position, the top of the hand wheel 150 is disposed below the top` of the adjacent side structure 122a. Also, all of the elements of the car 110, including the hand wheel 150, are arranged laterally inwardly of the A.A.R. clearance line indicated for the car 110.

The mode of operation of the car 110 and of the brake actuating mechanism 130, are substantially identical to those of the car 10 and the brake actu-ating mechanism 30, and are not repeated in the interest of brevity.

Referring now to FIGS. l1 and l2, another modified form of the railway car 210 is there illustrated that differs from the railway car 11) only with respect to the lateral vertical profile of the frame and the deck. Specifically, the car 210 is also adapted to transport two road Semi-trailers mounted on the top thereof in tandem relation or two freight containers mounted on the top thereof in tandem relation, or one road semi-trailer and one freight container mounted on the top thereof in tandem relation. More particularly, the car 210 comprises an elongated longitudinally extending box-like center sill 211 that is supported at the opposite ends thereof by a pair of wheeled trucks, not shown, a plurality of pairs lof laterally extending lside arms 224 carried by the opposite sides of the center sill 211 .and arranged in longitudinally spaced-apart relation, and a composite deck 222 formed of sheet steel or the like and secured in place upon the top of the center sill 211 and the side arms 224.

In this case, the composite deck 222 comprises the elongated longitudinally extending central platform portion 222i and the pair of elongated longitudinally extending laterally and spaced-apart treadway portions 222y respectively disposed on opposite sides of the platform portion 222x, the platform portion 222x being disposed in an upper substantially horizontal plane and the treadway portions 222y being disposed in a lower substantially horizontal plane, the two planes being spaced-apart by a vertical distance lof about 6". Also, in this case, the opposite sides of the deck 222 carry a pair of elongated longitudinally extending and upwardly `and laterally outwardly projecting side structures 222a constituting side guards. The dimensions of the fundamental elements of the car 210 correspond to those of the car 1t); whereby the longitudinal distance between the opposite ends of the deck 222 is at least about 85 feet, an-d the lateral distance between the opposite sides of the deck 222 is at least about 100 inches. The side guards 222a project upwardly above the top of the treadway portions 222y of the deck 222 about 8 inches in order further t-o prevent the possibility of a freight item mounted on the top of the deck 222 from being accidentally displaced laterally therefrom, the platform portion 222x of the deck 222 preventing lateral displacement therefrom of road semi-trailers, in an obvious manner. The facilities for securing in place the road semi-trailers and the freight containers that may be mounted upon the top of the deck 222 have not been illustrated, since they form no part -of the present invention and may be of conventional construction and arrangement.

Further, the car 210 comprises the brake actuating mechanism 230 that includes the casing 231 secured to 1 1 the mounting plate 232 carried below the outer portion of the treadway portion 22231 of the deck 222 by the adjacent side arm 224, the mechanism 230 being located about 3 feet from the adjacent end of the deck 222. The housing 240 is mounted upon the lower portion of the outer side of the adjacent side structure 222a and directly above the mechanism 230. The mast 246 is rotatably mounted upon the housing 240 in the manner previously explained; and the outer end of the mast 246 carries the hand wheel 250. When the mast 146 occupies its up or projected position, the hand wheel 250 is disposed well above the top of the adjacent side structure 222a. On the other hand, when the mast 246 occupies its down or retracted position, the top of the hand wheel 250 is disposed below the top of the adjacent side structure 222a. Also, all of the elements of the car 210, including the hand wheel 250, are arranged laterally inwardly of the A.A.R. clearance line indicated for the car 210.

The mode of operation of the car 210 and of the brake actuating mechanism 230, -are substantially identical to those of the car and the brake actuating mechanism 30, and are not repeated in the interest of brevity.

In View of the foregoing, it is apparent that there has been provided in a multi-purpose railway car of the piggyback type, an improved arrangement and location of the hand brake mechanism, so that the same is readily accessible to a brakeman either from a position on top of the deck of the car or from a position on the ground, and so that the hand brake mechanism is in non-interfering relation with loading and unloading operations involved in all of the known types of freight-handling systems previously employed in conjunction with such cars.

While there has been described what is at present considered to be the preferred embodiment of the invention, it will be understood that various modifications may be made therein, and it is intended to cover in the appended claims all such modifications as fall within the true spirit and scope of the invention.

What is claimed is:

1. A railway car especially adapted to transport Simultaneously two road semi-trailers and comprising an elongated longitudinally extending frame having a length between the opposite ends thereof in excess of about 85 feet, a pair of wheeled trucks respectively supporting the opposite ends of said frame, a pair of brake mechanisms respectively incorporated in said trucks, brake ligging carried by said frame for simultaneously controlling said brake mechanisms, a pair of elongated longitudinally extending and laterally spaced-apart treadways respectively carried by the opposite sides of said frame and adapted respectively to support the laterally spaced-apart road wheels of each of two road semi-trailers mounted in tandem relation on top of said frame, the longitudinal distance between the opposite ends of each of said treadways being at least about 85 feet and the lateral distance between the opposite outer sides of said treadways being at least about 100 inches, brake actuating mechanism earried by one side of said frame adjacent to one end thereof and disposed below the adjacent one of said treadways and positioned laterally inwardly of the adjacent outer side of said one treadway, said brake actuating mechanism including a laterally extending and rotatably mounted operating shaft, an operative connection between said operating :shaft and said brake rigging, a laterally extending jack shaft carried by said one side of saidframe 'and mounted thereupon for rotation about its own axis, said jack shaft bein-g positi-oned adjacent to said brake actuating mechanism and disposed below said one treadway, an operative connection between said jack shaft and said operating shaft, a mast carried by said one side of said frame lateral-ly outwardly of said one treadway and mounted adjacent to the inner end thereof for rotation in an upstanding plane about said jack shaft and between a generally horizontal retracted position and a generally vertical projected position, the outer end of said mast being disposed adjacent to the top of said one treadway when said mast occupies its retracted position and the outer end of said mast being disposed well above the top of said one treadway when said mast occupies its projected position, a manually operable hand wheel carried by the outer end of said mast and mounted thereupon v for rotation about its own axis and also movable with said mast between its retracted and projected positions, said hand wheel being arranged so that the top thereof does not project upwardly any substantial distance above the top of said one treadway when said mast occupies its retracted position, whereby said hand wheel when said mast occupies its retracted position is in non-interfering relation with respect to loading `and unloading of the road semi-trailers with respect to the top of said frame, and an operative connection between said hand Wheel and said jack shaft, -all of the elements of said car and all of the parts carried by said frame and including said hand wheel being arranged laterally inwardly so that no one of them projects 'beyond the A.A.R. clearance line for said car when said mast occupies either its 'retracted position or its projected position.

2. The railway car set .forth in claim 1, wherein said last-mentioned operative connection is unaffected by the position of said mast, so that said hand wheel is selectively manually rotatable to effect setting and releasing of said brake mechanisms independently of the position of said mast.

3. The railway car set forth in claim 1, and further comprising stop mechanism cooperating between said one side of said frame and said mast for preventing rotation of said mast in one direction beyond its retracted position and for preventing rotation of said mast in the opposite direction beyond its projected position.

4. The railway car set forth in claim 1, and further comprising latch mechanism having a latch position restraining said most in its projected position and an unlatch position releasing said mast in its projected position.

5. The railway car set forth in claim 1, wherein said brake actuating mechanism is of conventional non-spin type.

6. The railway cai set forth in claim 1, wherein the longitudinal distance between said brake actuating mechanism and the adjacent end of said frame is about 3 feet.

7. A railway car especially adapted to transport simultaneously two road semi-trailers or two freight containers or one road semi-trailer and one freight container and comprising an elongated longitudinally extending narrow beam having a vlength between the opposite ends thereof in excess of about feet, a pair of wheeled trucks respectively supporting the opposite ends of said beam, a pair of brake mechanisms respectively incorporated in said trucks, brake rigging carried by said `beam for simultaneously controlling said brake mechanisms, said beam defining an elongated longitudinally extending centrally disposed substantially horizontal narrow platform on the top thereof upon which two freight containers are adapted to be mounted in tandem relation, the longitudinal distance between the opposite ends of said platform being at least about 85 feet and the lateral distance between the opposite outer sides of said platform being about 40 inches, a pair of elongated longitudinally extending and laterally .spaced-apart treadways respectively carried by the opposite sides `of said beam and positioned in a substantially horizontal plane 'located below the top of said platform and adapted respectively to support the laterally spaced-apart road wheels of each of two road semi-trailers mounted in tandem relation on top of said beam, the longitudinal `distance between the oppposite ends of each of said treadways being at least about 85 feet and the lateral distance between the opposite outer sides of said treadways being at least about inches,

the vertical distance between the top of said' platform and the plane -of the top of said treadways disposed therebelow not being substantially greater than about 8 inches so as to prevent interference by said platform with the underframe of a road semi-trailer mounted on top of said beam, brake actuating mechanism carried by one side of said ibeam adjacent to lone end thereof and disposed below the adjacent one of said treadways Iand positioned laterally inwardly of the adjacent outer side of said one treadway, said brake actuating mechanism including a laterally extending and rotatably mounted operating shaft, an operative connection between said operating shaft and said brake rigging, a laterally extending jack shaft carried by said Ione side of said beam and mounted thereon for rotation about its own axis, said jack shaft being positioned adjacent to said brake actuating mechanism and disposed below said one treadway, an operative connection between said jack shaft and said operating shaft, a mast carried by said one side of said beam laterally outwardly of said one treadway and mounted ndjacent to the inner end thereof for rotation in an upstanding plane about said jack shaft and between a gener-ally horizontal retracted position and 'a generally vertical projected position, the outer end of said mast being disposed adjacent to the top of said treadway when said mast occupies its retracted position and the outer end of said mast being disposed Well above the top of said one treadway when said mast occupies its projected position, a manually operable hand Wheel carried by the outer end of said mast and mounted thereupon for rotation about its own axis land also movable with said mast between its retracted and projected positions, said hand wheel being arranged so that the top thereof does not project upwardly any substantial distance aibove the top of said one tre'adway when said mast occupies its retracted position, whereby said hand wheel when said mast occupies its retracted position is in non-interfering relation with respect to loading and unloading of the road semi-trailers and t-he freight containers with respect to the top of said beam, and an operative connection between said hand wheel `and said jack shaft, all of the elements of said car and all of the parts carried .by ysaid frame and including said hand wheel being arranged laterally inwardly so that no one of them projects beyond the A.A.R. clearance line Ifor said car when said mast occupies either its retracted position 'or its projected position.

8. A railway car especially adapted to transport simultaneously two road semi-trailers and comprising an elongated longitudinally exten-ding f-rame having a length between the opposite ends thereof in excess of about 85 feet, a pair of wheeled trucks respectively supporting the opposite ends of said frame, a pair of brake mechanisms respectively incorporated in said trucks, brake rigging carried by said iframe for simultaneously controlling said brake mechanisms, a pair of elongated longitudinally extending and laterally spaced-apart treadways respectively carried by the opposite sides of said frame and adapted respectively to support the laterally spaced-apart road wheels of each of two road semi-trailers mounted in tandem relation on top of said frame, the longitudinal distance between the opposite ends of each of said treadways being at least about 85 feet and the lateral distance between the opposite outer sides of said treadways being at least about 100 inches, a pair of elongated longitudinally extending and laterally spaced-apart side structures respectively carried by the outer sides of said treadways and respectively projecting upwardly therefrom to form side guards therefor, the longitudinal distance between the opposite ends of each one of said side gua-rds being substantially commensurate with the length of the adjacent one of said treadways and the vertical projection o-f each one of said side guards above the top of the adjacent one of said treadways being in the general range 4 inches to 8 inches and the lateral distance between the tops of said side gu'ards being somewhat in excess of 100` inches but not in excess of 120 inches, brake actuating mechanism carried by one side of said frame adjacent to one end thereof and disposed below the adjacent one of said side guards and laterally inwardly of the adjacent outer side of said one side guard, said brake actuating mechanism including a laterally extending and rotatably mounted operating shaft, an operative connection between said operating shaft and said brake rigging, a laterally extending jack shaft carried Iby said one side of said frame and mounted thereupon for rotation about its own axis, saidl jack shaft being positioned adjacent to said brake actuating mechanism and disposed below the top of said one side guard, an operative connection between said jack shaft and said operating shaft, a mast carried by the -outer side of said one side guard Iand mounted adjacent to the inner end thereof -for rotation in an upstanding plane about said jack shaft and between a generally horizontal retracted position and a generally vertical projected position, the outer end of said mast bein-g disposed below the top of said one side guard when said mast occupies its retracted position and the outer end of said mast being disposed below the top of said one side guard when .said mast occupies its projected position, a manually operable hand wheel carried by the outer end of said mast and mounted thereupon for rotation about its own axis and also movable with said mast between its retracted and projected positions, said hand wheel being arranged so that the top thereof does not project upwardly any substantial distance above the top of said one side guard when said mast occupies its retracted position, whereby said hand wheel when said mast occupies its retracted position is in noninterfering relation with respect to loading and unloading of the road semi-trailers with respect to the top of said frame, and an operative connection between said hand wheel and said jack shaft, all of the elements of said car and all of the parts carried by said frame and including said hand wheel being arranged laterally inwardly so that no one of them projects beyond the A.A.R. clearance line for said car when said mast occupies either its retracted position or its projected position.

9. A railway car especially adapted to transport simultaneously two road semi-trailers and comprising an elongated longitudinally extending frame having a length between the opposite ends thereof in excess of about feet, a pair of wheeled trucks respectively supporting the opposite ends of said frame, a pair of brake mechanisms respectively incorporated in said trucks, brake rigging carried by said frame for simultaneously controlling said brake mechanisms, an elongated longitudinally extending deck carried by said frame and having a substantially at top and defining a pair of elongated longitudinally extending and laterally spaced-apart t-readways respectively disposed adjacent to the opposite sides of said deck and adapted respectively to support the laterally spaced-apart road wheels of each of two road -semi-trailers .mounted in tandem relation on top of said frame, the longitudinal distance between the opposite ends of .said deck being at least about 85 feet and the lateral distance between the opposite outer sides -of said deck being at least about inches, brake actuating mechanism carried by one side of said frame adjacent to one end thereof and disposed below the adjacent one Iside of said deck and positioned laterally inwardly of the outer side -of said one side of said deck, said brake actuating mechanism including a laterally extending and rotatably mounted operating shaft, an operative connection between said operating shaft and said brake rigging, a laterally extending jack shaft carried by said one side of `said frame and mounted thereupon for rotation about its own axis, said jack shaft being positioned adjacent to said brake actuating mechanism and `disposed below the top of said one side of said deck, an operative connection between said jack shaft and said operating shaft, a mast carried by said one side of said frame laterally loutwardly of the outer side of said one side of said deck and mounted adjacent to the inner end thereof for rotation in an upstanding plane about said jack shaft and between a generally horizontal retracted position and a generally vertical projected position, the outer end of said mast being disposed below the top of said one side of said deck when said mast occupies its retracted position and the outer end of said mast being disposed well above the top of said one side of said deck when said mast occupies its projected position, a manually operable hand wheel carried by the outer end of said mast and mounted thereupon for rotation about its own axis and also movable with said 4mast between its retracted and projected positions, said hand wheel being arranged so that the top thereof does not project upwardly any substantial distance above the top of said one side of said deck when said'mast occupies its retracted position, whereby said hand wheel when said mast occupies its retracted position is in non-interfering relation with respect to loading and unloading of the road semi-trailers with respect to the top of said frame, and an operative connection between said hand wheel and said jack shaft, all of the elements of said car and all of the parts carried by said frame and including said hand wheel being arranged laterally inwardly so that no one of them projects beyond the A.A.R. clearance line for said car when said mast occupies either its retracted position or its projected position.

10. A railway car especially adapted to transport simultaneously two road semi-trailers and comprising an elongated longitudinally extending fra-me having a length between the opposite ends thereof in excess of about 85 feet, a pair of wheeled trucks respectively supporting the opposite ends of said frame, a pair of brake mechanisms respectively incorporated in said trucks, brake rigging carried lby said lframe for simultaneously controlling said brake mechanisms, an elongated longitudinally extending deck carried by said frame and having a substantially flat top and defining a pair of elongated longitudinally extending and laterally spaced-apart treadways respectively disposed adjacent to the opposite sides of deck and adapted respectively to support the laterally `spaced-apart road wheels of each of two road semi-trailers mounted in tandem relation on t-op of said frame, the longitudinal distance between the opposite ends of said deck being at least about 85 feet and the lateral distance between the opposite outer sides of said deck being at least about 100 inches, a pair of elongated longitudinally extending and laterally spaced-apart side structures respectively carried by the outer sides of said deck and respectively projecting upwardly therefr-om to form side guards therefor, the longitudinal distance between the opposite ends of each one of said side guards being substantially commensurate with the length of said deck and the vertical projection of each one of said side guards above the top of said deck being in the general range 4 inches to 8 inches and the lateral distance between the tops of said side guards being somewhat in excess of 100 inches but not in excess of 120 inches, brake actuating mechanism carried by one side of said frame adjacent to one end thereof and disposed below the adjacent one of said side guards and laterally inwardly of the adjacent outer side of said one side guard, said brake actuating mechanism including a laterally extending and rotatably mounted operating shaft, an operative connection between said operating shaft and said brake rlggmg, a laterally extending jack shaft carried by said o ne side of said frame and mounted thereupon for rotation about its own axis, said jack shaft being positioned adjacent to said brake actuating mechanism and disposed below the top of said one side guard, an operative connection between said jack shaft and said operating a shaft, a mast carried by the outer side of said one side guard and mounted adjacent to the inner end thereof for rotation in an upstanding plane about said jack shaft and between a generally horizontal retracted position and a generally vertical projected position, the outer end of said mast being disposed below the top of said one side guard when said lmast occupies its retracted position and the outer end of said mast being disposed well above the top of said one side guard when said mast occupies its projected position, a manually operable hand wheel carried by the outer end of said mast and mounted thereupon for rotation about its own axis and also movable with said mast between its retracted and .projected positions, said hand wheel being arranged so that the top thereof does not project upwardly any substantial distance above the top of said one side guard when said mast occupies 1ts retracted position, whereby said hand wheel when said mast occupies its retracted position is in non-interfering relation with respect to loading and unloading of the road semi-trailers with respect to the top of said frame, and an operative connection between said hand wheel and said jack shaft, all of the elements of said car and all of the parts carried lby said frame and including said hand wheel being arranged laterally inwardly so that no one of them projects beyond the A.A.R. clearance line for said car when said mast occupies either its retracted position or its projected position.

11. A railway car especially adapted to transport simultaneously two road semi-trailers or two freight containers or one road semi-trailer and one -freight container and comprising an elongated longitudinally extending frame having a length between the opposite ends thereof in excess of about feet, a pair of Wheeled trucks respectively supporting the opposite ends of said frame, a .pair of brake .mechanisms respectively incorporated in said trucks, brake rigging carried by said frame for simultaneously controlling said brake mechanisms, an elongated longitudinally extending deck carried 'by said frame and dening an elongated longitudinally extending centrally disposed substantially horizontal narrow platform on the top of said frame upon which two freight containers are adapted to be mounted in tandem relation and defining a pair of elongated longitudinally extending and laterally spaced-apart treadways on the top of said frame and positioned in a substantially horizontal plane located below the top of said platform and adapted respectively to support the laterally spaced-apart road wheels of each of two road semi-trailers mounted in tandem relation on top of said deck, the longitudinal distance between the opposite ends of said platform being at least 85 feet and the lateral distance between the opposite outer sides of said platform lbeing at least about 40 inches, the longitudinal distance lbetween the opposite ends of each of said treadways being at least about 85 `feet and the lateral distance between the opposite outer sides of said treadways being at least about inches, the vertical distance between the top of said platform and the plane of the top of said treadways disposed therebelow not being substantially greater than about 8 inches so as to prevent interference by said platform with the under-frame of a road semi-trailer mounted on top of said frame, brake actuating mechanism carried by one side of said frame adjacent to one end thereof and disposed below the adjacent one side of said deck and positioned laterally inwardly of the outer side of said one side of said deck, said brake actuating mechanism including a laterally extending and rotatably mounted operating shaft, an operative connection between said operating shaft and said brake rigging, a laterally extending jack shaft carried by said one side of said frame and mounted thereupon for lrotation about its own axis, said jack shaft being positioned adjacent to said brake actuating mechanism and disposed Ibelow the top of said one side of said deck, an operative connection between said jack shaft and said operating shaft, a mast carried by said one side of said frame laterally outwardly of the outer side of said one side of said deck and mounted adjacent to the inner end thereof for rotation in an upstanding plane about said jack shaft and between a generally horizontal retracted position and a generally vertical projected position, the outer end of said mast being disposed below the top of said one side of said deck when said mast occupies its retracted position and the outer end of said mast beingr disposed well above the top of said one side of said deck when said mast occupies its projected positron, a manually operable hand wheel carried by the outer end of said mast and mounted thereupon for rotation about its own axis and also movable with said -mast between its retracted and projected positions, said hand wheel being arranged so that the top thereof does not project upwardly any substantial distance above the top of said `one side of said deck when said mast occupies its retracted position, whereby said hand wheel when said mast occupies its retracted position is in non-interfering relation with respect to loading and unloading of the road semitrailers and the freight containers with respect to the top of said frame, and an operative connection between said hand wheel and said jack shaft, al1 of the elements of said car and all of the parts carried by said frame and including said hand wheel being arranged laterally inwardly so that no one of them -projects beyond the A.A.R. clearance line for said car when said Imast occupies either its retracted position or its projected position.

12. A railway car especially adapted to transport simultaneously two road semi-trailers for two freight containers or one road semi-trailer and one freight container and comprising an elongated longitudinally extending frame having a length lbetween the opposite ends thereof in excess of about 85 feet, a pair of wheeled trucks respectively supporting the opposite ends of said lframe, a pair of brake 4mechanisms respectively incorporated in said trucks, brake rigging carried by said frame for simultaneously controlling said brake mechanisms, an elongated longitudinally extending deck carried by said frame and defining an elongated longitudinally extending centrally disposed substantially horizontal narrow platform on the top of said frame upon which two :freight containers are adapted to be mounted in tandem relation and defining a pair of elongated longitudinally extending and laterally spaced-apart treadways on the top of said frame and positioned in a substantially horizontal plane located below the top of said platform and adapted respectively to support the laterally spaced-apart road wheels `of each of two road semi-trailers mounted in tandem relation on top of said deck, the longitudinal -distance between the opposite ends of said platform being at least about 85 feet and the lateral distance between the opposite outer sides of said platform being at least about 40 inches, the longitudinal `distance between the opposite ends of each of said treadways being at least about 85 feet and the lateral distance between the opposite outer sides of said treadways being at least about 100 inches, the vertical distance between the top of said platform and the plane of the top of said treadways disposed therebelow not being substantially greater than about 8 inches so as to prevent interference by said platform with the underframe of a road semi-trailer mounted on top of said frame, a pair of elongated longitudinally extending and laterally spaced-apart side structures respectively carried by the outer ysides of said deck and respectively projecting upwardly therefrom to form side guards therefor, the longitudinal distance between the opposite ends of each one -of said side Guards being substantially commensurate with the length of said deck and the vertical projection of each one of said side guards above the top of said deck being in t-he general range 4 inches to 8 inches and the lateral distance between the tops of said side guards being somewhat in excess of 100 inches but not in excess of 120 inches, brake actuating mechanism carried by one side of -said frame adjacent to one end thereof and disposed below the adjacent one of said side guards and laterally inwardly of the adjacent outer side of said one side guard, said brake actuating mechanism including a laterally extending and rotatably mounted operating shaft, an operative connection between said operating shaft and said brake rigging, a laterally extending jack shaft carried by said one side of said frame and mounted thereupon for rotation about its own axis, said jack shaft being positioned adjacent to said brake actuating mechanism and disposed below the top of said one side guard, an operative connection between said jack shaft and said operating shaft, a mast carried by the outer side of said one side guard and mounted adjacent to the inner end thereof for rotation in an upstanding plane about said jack shaft and between a generally horizontal retracted position and a generally vertical projected position, the outer end of said mast being disposed below the top of said one side guard when said mast occupies its retracted position and the -outer end of said mast being disposed well above the top of said one side guard when said mast occupies its projected position, a manually operable hand wheel carried by the outer end of said mast and mounted thereupon -for rotation about its own axis and also movable with said mast between its retracted and projected positions, said hand wheel being arranged so that the top thereof does not project upwardly any substantial distance above the top of said 1one side guard when said mast occupies its retracted position, whereby said hand wheel when said mast occupies its retracted position is in non-interfering relation with respect to loading and unloading of the road semi-trailers and the freight containers with respect to the top of said frame, and an operative connection between said hand wheel and said jack shaft, all of the elements of said car and all of the parts carried by said frame and including said hand wheel being arranged laterally inwardly so that no one of them projects beyond the A.A.R. clearance line `for said car when said mast occupies either its retracted position or its projected position.

13. The railway car set forth in claim 1, and further comprising latch mechanism selectively operative to latch and to unlatch said mast either in its projected position or in its retracted position.

14. The railway car set forth in claim 13, wherein said latch mechanism comprises a latch member carried by said mast and movable therewith, and two latch parts carried by said frame and disposed in angularly spaced-apart relation with each other, and wherein said latch member cooperates with a first of said latch parts when said mast occupies its projected position and cooperates with a second of said latch parts when said mast occupies its retracted position.

References Cited by the Examiner UNITED STATES PATENTS 694,191 2/ 1902 Puckett 74-510 1,130,955 3/1915 Barber et al. 74--510 1,604,088 10/1926 Thompson 74-510 3,163,128 12/1964 Enochian 105-368 ARTHUR L. LA POINT, Primary Examiner. DRAYTON E. HOFFMAN, Examiner.

Claims

1. A RAILWAY CAR ESPECIALLY ADAPTED TO TRANSPORT SIMULTANEOUSLY TWO ROAD SEMI-TRAILERS AND COMPRISING AN ELONTATED LONGITUDINALLY EXTENDING FRAME HAVING A LENGTH BETWEEN THE OPPOSITE ENDS THEREOF IN EXCESS OF ABOUT 85 FEET, A PAIR OF WHEELED TRUCKS RESPECTIVELY SUPPORTING THE OPPOSITE ENDS OF SAID FRAME, A PAIR OF BRAKE MECHANISMS RESPECTIVELY INCORPORATED IN SAID TRUCKS, BRAKE RIGGING CARRIED BY SAID FRAME FOR SIMULTANEOUSLY CONTROLLING SAID BRAKE MECHANISMS, A PAIR OF ELONGATED LONGITUDINALLY EXTENDING AND LATERALLY SPACED-APART TREADWAYS RESPECTIVELY CARRIED BY THE OPPOSITE SIDES OF SAID FRAME AND ADPATED RESPECTIVELY TO SUPPORT THE LATERALLY SPACED-APART ROAD WHEELS OF EACH OF TWO ROAD SEMI-TRAILERS MOUNTED IN TANDEM RELATION ON TOP OF SAID FRAME, THE LONGITUDINAL DISTANCE BETWEEN THE OPPOSITE ENDS OF EACH OF SAID TREADWAYS BEING AT LEAST ABOUT 85 FEET AND THE LATERAL DISTANCE BETWEEN THE OPPOSITE OUTER SIDES OF SAID TREADWAYS BEING AT LEAST ABOUT 100 INCHES, BRAKE ACTUATING MECHANISM CARRIED BY ONE SIDE OF SAID FRAME ADJACENT TO ONE END THEREOF AND DISPOSED BELOW THE ADJACENT ONE OF SAID TREADWAYS AND POSITIONED LATERALLY INWARDLY OF THE ADJACENT OUTER SIDE OF SAID ONE TREADWAYS, SAID BRAKE ACTUATING MECHANISM INCLUDING A LATERALLY EXTENDING AND ROTATABLY MOUNTED OPERATING SHAFT, AN OPERATIVE CONNECTION BETWEEN SAID OPERATING SHAFT AND SAID BRAKE RIGGING, A LATERALLY EXTENDING JACK SHAFT CARRIED BY SAID ONE SIDE OF SAID FRAME AND MOUNTED THEREUPON FOR ROTATION ABOUT ITS OWN AXIS, SAID JACK SHAFT BEING POSITIONED ADJACENT TO SAID BRAKE ACTUATING MECHANISM AND DISPOSED BELOW SAID ONE TREADWAY, AN OPERATIVE CONNECTION BETWEEN SAID JACK SHAFT AND SAID OPERATING SHAFT, A MAST CARRIED BY SAID ONE SIDE OF SAID FRAME LATERALLY OUTWARDLY OF SAID ONE TREADWAY AND MOUNTED ADJACENT TO THE INNER END THEREOF FOR ROTATION IN AN UPSTANDING PLANE ABOUT SAID JACK SHAFT AND BETWEEN A GENERALLY HORIZONTAL RETRACTED POSITION AND A GENERALLY VERTICAL PROJECTED POSITION, THE OUTER END OF SAID MAST BEING DISPOSED ADJACENT TO THE TOP OF SAID ONE TREADWAY WHEN SAID MAST OCCUPIES ITS RETRACTED POSITION AND THE