Abstract:
A load restraining device that provides a system in which straps extending from one side of a web strap arrangement initially run parallel to the wall to which they are connected, as opposed to extending perpendicular to the wall as in the prior art. The anchor itself is a horizontal wall member running longitudinally along the wall of the railcar or trailer. An adjustable anchor is used to permit moving the attachment point several inches to allow for load variations. The attachment of the web strap arrangement is normally 14″ to 18″ behind the face of the load. Unlike previous systems, this provision of anchor points behind the load effectively “encapsulates” the load rather than merely providing a bulkhead effect.

Description:
CROSS REFERENCE  
       [0001]     This application is a continuation-in-part of U.S. patent application Ser. No. 10/280,348 filed Oct. 25, 2002, currently allowed, which claimed priority based on U.S. Provisional Application Ser. No. 60/343,106 filed Oct. 25, 2001 and entitled “LOAD RESTRAINING DEVICE.” 
     
    
     BACKGROUND  
       [0002]     1. Field of the Invention  
         [0003]     This invention relates generally to securement of loads and in particular to securement of loads for transport by railcar, and is more particularly directed toward a system for restraining loads in box cars or other transportation vehicles by use of a web strap net and ratchets.  
         [0004]     2. Description of Related Art  
         [0005]     Loads being transported generally require some type of restraint system in order to prevent damage to both the load and the transportation vehicle. Loads on rail cars need to be restrained from shifting under the various loads imposed by draft, buff, and rocking of the car.  
         [0006]     For particular types of loads, such as large rolls or coils of sheet material, or palletized loads, tensioning mechanisms using straps and anchors are advantageous. When cargoes contained on racks, in boxes or bags, and arranged on pallets or slip-sheets, are loaded into railcars, some form of cargo restraint is required. One presently known form of load restraint is a movable bulkhead or “door” that can be placed in selected positions along the length of a box car. This bulkhead is held in place by locking pins inserted into floor tracks and ceiling tracks. Adjustment of bulkhead position is facilitated by rollers on a ceiling carriage that engages a ceiling rail or track.  
         [0007]     This bulkhead approach has become less popular in recent years due to high maintenance. A bulkhead unit will frequently fail because the unit ceases to roll well, or fails to lock properly. There is also a safety concern, since bulkheads can disengage from the top track and fall, causing injury or death to workers, and damage to railcars and cargoes.  
         [0008]     A form of bulkhead restraint system implemented with web strapping and ratchets has been tried on railcars and highway trailers. In this prior art system, the web connects to a side wall via a wall anchor and hook, extends outwardly at an angle of about 90 degrees to a point on the opposite wall of the car or trailer. This portion of the web is connected to the opposite wall via similar wall anchors and hooks. To provide tension in this “bulkhead web,” ratchets are provided on the netting itself.  
         [0009]     This system has a number of disadvantages, among which are an inherent “cross-car” load distribution that has a tendency to pull car walls in. In addition, the bulkhead web is not easily positioned or adjusted to prevent undesired load shift. Accordingly, a need arises for a load restraining device that is dependable and safe in operation, as well as being economical to install and relatively maintenance-free. The load restraining device should be capable of providing appropriate load tension to prevent load shift, as well as keeping the load centered in the car or trailer to eliminate the need for so-called “center-void” fillers.  
       SUMMARY OF THE INVENTION  
       [0010]     These needs and others are satisfied by the load restraining device of the present invention, in which the known bulkhead restraint system is replaced by web strap netting and ratchets in a unique arrangement. Briefly stated, the load restraint system of the present invention does not rely on the traditional method of a wall anchor and hook, but instead provides a system in which straps extending from one side of a web strap arrangement initially run parallel to the wall to which they are connected, as opposed to extending perpendicular to the wall as in the prior art. The anchor itself is a horizontal wall member running longitudinally along the wall of the railcar or trailer. An adjustable anchor is used to permit moving the attachment point several inches to allow for load variations. The attachment of the netting is normally 14″ to 18″ behind the face of the load. Unlike previous systems, this provision of anchor points behind the load effectively “encapsulates” the load rather than merely providing a bulkhead. The side of the railcar or trailer that includes these adjustable anchors is termed the “fixed” side and has no ratchets.  
         [0011]     The netting is similar to known web strap netting. It has horizontal and vertical web straps (3″ wide is used but other widths are possible). It features ends on one side that fit into nut bolts in the wall anchor on the fixed side. The net runs behind the load to these anchoring points, and then around the load in front and over the top if needed. The other side of the net runs behind the load and the straps are fed into rings, which allow the strap ends to be fed into ratchets for tightening. The web strap is not normally secured to the ceiling or floor, but such features could be incorporated under unique circumstances.  
         [0012]     The netting of the present invention also features a multitude of vertical straps in positions corresponding to the “corners” of the load (where the netting wraps around the load). This “soft corner protector” provided by this unique web strap geometry is to prevent the horizontal straps from digging into the load at the corners. This soft corner protection feature may also be implemented by providing canvas or other fabric at the sides of the net, about 12″ to 18″ in width, and extending the full height of the net. Preferably, the canvas or fabric would not extend over the full width of the net as in previous designs. There are no ratchets positioned along the netting itself as in previous systems.  
         [0013]     Along the wall opposite the “fixed” anchors is a series of ratchets mounted on the wall horizontally and parallel to the wall. The ratchets may be mounted either permanently or in such a way as to allow easy removal by unscrewing, unbolting or tack weld cutting. Damaged ratchets can thus be removed easily for repair or replacement, if needed.  
         [0014]     The netting is connected to the ratchets by taking the horizontal loose strap ends and feeding them around pins, or through adjustable rings, mounted on a horizontal rail parallel to the wall. The rings or pins are preferably located about 10″ to 18″ behind the load face. This results in the net “encapsulating” the load along the face that abuts the net. The loose ends are then fed into the ratchet and reel bars, and pulled tight to remove any slack, then the ratchet handle is “pumped” to tighten the load to the desired “preload” tension. At unloading, the tension is released, in this case by rotating the ratchet handle 180 degrees. The ratchet is mounted far enough from the load face to permit this operation. Upon unloading and loosening of the net, it is stored on a hanger provided on the same wall as the “fixed” anchors.  
         [0015]     Using a web strap netting that starts behind the load instead of the traditional “straight across” method allows the web strap net to pull the load toward the center of the railcar or trailer to prevent load shift. “Behind the load” securement allows load-shifting forces to be taken down the length of the car instead of across the car. This eliminates the potential to pull car walls in. It also keeps the load centered in the car, and thus eliminates the need for center void fillers.  
         [0016]     An alternative embodiment utilizing multiple restraining net portions and flush-mounted anchors is also described. In accordance with one embodiment of the present invention, a load restraining system adapted for installation in a cargo transportation vehicle comprises a cargo restraining net including horizontal and vertical strap elements attached at their intersections, and an extension portion proximate an upper edge, the extension portion adapted to engage with one or more corners of a cargo being restrained, a plurality of anchors affixed to a first sidewall of the transportation vehicle, a plurality of strap adjustment mechanisms affixed to an opposing sidewall of the transportation vehicle, a first plurality of web straps extending from a first side of the cargo restraining net and affixed to the plurality of anchors, and a second plurality of web straps extending from a second side of the cargo restraining net and engaged with the plurality of strap adjustment mechanisms. The cargo restraining net firmly restrains the cargo when the strap adjustment mechanisms apply tension to the web straps, each of the first and second plurality of web straps extending from the cargo restraining net to the anchors and strap adjustment mechanisms is substantially parallel to the first and second sidewalls of the transportation vehicle, and the extension portion of the cargo restraining net engages the corners of the cargo to prevent horizontal strap damage to cargo corners.  
         [0017]     In accordance with an alternative embodiment of the invention, a removable load restraining system adapted for installation in a cargo transportation vehicle comprises first and second cargo restraining net portions including horizontal and vertical strap elements attached at their intersections, a plurality of anchors substantially flush-mounted to interior sidewalls of the transportation vehicle, web straps extending from a first side of the first cargo restraining net portion and from a second side of the second cargo restraining net portion, the web straps removably engaged with the plurality of anchors, a plurality of strap adjustment mechanisms affixed proximate a first side of the second cargo restraining net portion, and a plurality of web straps extending from a second side of the first cargo restraining net portion and removably engaged with the plurality of strap adjustment mechanisms. The cargo restraining net portions meet along the cargo load face and firmly restrain the cargo when the strap adjustment mechanisms apply tension to the web straps, and each of the web straps extending from the first side of the first cargo restraining net portion and from the second side of the second cargo restraining net portion, in removable engagement with the plurality of anchors, is substantially parallel to the first and second sidewalls of the transportation vehicle.  
         [0018]     In yet another alternate embodiment, web strap netting is used without ratchets. In accordance with this embodiment, a load restraining system for installation in a transportation vehicle comprises a plurality of cargo restraining straps to engage the face of the cargo being restrained, attached to a plurality of anchors affixed to the sidewalls of the vehicle. The web strap netting having a loop at each end of horizontal web strap elements that engage with an anchor fastener securing it to the anchor. The web strap is attached behind the face of the load so that the strap runs along the sidewall of the vehicle before engaging the face of the load.  
         [0019]     Further objects, features, and advantages of the present invention will become apparent from the following description and drawings. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0020]      FIG. 1  is a partial plan view of a railroad box car interior;  
         [0021]      FIG. 2  is a section view of the box car of  FIG. 1 , along section lines  2 - 2 ;  
         [0022]      FIG. 3  is an elevational view of a portion of the interior wall of the box car of  FIG. 1 ;  
         [0023]      FIG. 4  is a top view of the wall portion of  FIG. 3 ;  
         [0024]      FIG. 5  is an elevational view of another portion of the interior wall of the box car of  FIG. 1 ;  
         [0025]      FIG. 6  is a top view of the wall portion of  FIG. 5 ;  
         [0026]      FIG. 7  is an enlarged view of a hanger assembly provided on an interior wall of the box car of  FIG. 1 ;  
         [0027]      FIG. 8  is a partial plan view of the box car of  FIG. 1 , illustrating load restraining devices in accordance with the present invention;  
         [0028]      FIG. 9  is a partial section view of the box car of  FIG. 8  along section lines  9 - 9 ;  
         [0029]      FIG. 10  is a partial section view of the box car of  FIG. 8 , along section lines  10 - 10 ;  
         [0030]      FIG. 11  is an elevational view of a wall anchor in accordance with the present invention;  
         [0031]      FIG. 12  is a plan view of the wall anchor of  FIG. 11 ;  
         [0032]      FIG. 13  is an end view of the anchor of  FIG. 11 ;  
         [0033]      FIG. 14  is a plan view of a ratchet anchor in accordance with the present invention;  
         [0034]      FIG. 15  is an elevational view of the ratchet anchor of  FIG. 14 ;  
         [0035]      FIG. 16  is a section view of the ratchet anchor of  FIG. 15  along section lines  16 - 16 ;  
         [0036]      FIG. 17  illustrates web strap netting prior to the final fabrication step;  
         [0037]      FIG. 18  depicts the web strap netting of  FIG. 17  in its final form;  
         [0038]      FIG. 19  is an elevational view of a hanger;  
         [0039]      FIG. 20  is an end view of the hanger of  FIG. 19 ;  
         [0040]      FIG. 21  is a top view of the hanger of  FIG. 19 ;  
         [0041]      FIG. 22  is an expanded view of a portion of the interior of the box car of  FIG. 8 , illustrating operation of a load restraining device in accordance with the present invention;  
         [0042]      FIG. 23  illustrates an alternative embodiment of web strap netting prior to the final fabrication step;  
         [0043]      FIG. 24  depicts the web strap netting of  FIG. 23  in its final form;  
         [0044]      FIG. 25  is a top plan view of a complete ratchet assembly;  
         [0045]      FIG. 26  is a side elevational view of the ratchet assembly of  FIG. 25 ;  
         [0046]      FIG. 27  illustrates an alternative web strap arrangement in accordance with the present invention;  
         [0047]      FIG. 28  shows an alternative web strap arrangement designed to interconnect with the web strap of  FIG. 27 ;  
         [0048]      FIG. 29  depicts yet another alternative web strap arrangement in accordance with the present invention;  
         [0049]      FIG. 30  is a perspective, partially cut-away view of a railcar illustrating anchor placement;  
         [0050]      FIG. 31  is a top plan view of a web strap in engagement with an anchor; and  
         [0051]      FIG. 32  is a side elevational view of the web strap and anchor of  FIG. 31 .  
         [0052]      FIG. 33  is a perspective view of an alternate embodiment of the load restraining device without ratchet assemblies that is fixed at one end of a load.  
         [0053]      FIG. 34  is a perspective view of an alternate embodiment of the load restraining device without ratchet assemblies that is adjustable at one end of a load.  
         [0054]      FIG. 35  is a perspective view of an anchor channel and fulcrum bolt of the embodiment of  FIG. 33 .  
         [0055]      FIG. 36  is a perspective view of an anchor channel and anchor bolt of the embodiment of  FIG. 33 .  
         [0056]      FIG. 37  is an exploded perspective view of the embodiment of  FIG. 33 .  
         [0057]      FIG. 38  is an elevation view of yet another alternative web strap arrangement in accordance with the present invention.  
         [0058]      FIG. 39  is a detail of a loop at the end of a web strap of the embodiment of  FIG. 38 .  
         [0059]      FIG. 40  is a perspective view of yet another alternate embodiment of the present invention depicting the fixed portion of the load restraining device.  
         [0060]      FIG. 41  is a perspective view of the adjustable portion of the load restraining device of  FIG. 40 .  
         [0061]      FIG. 42  is a perspective view showing an alternative embodiment of a fulcrum fastener of the load restraining device of  FIGS. 40 and 41 .  
         [0062]      FIG. 43  is a perspective view of an alternate embodiment of an anchor channel and anchor pin assembly of the embodiments of  FIGS. 40 and 41 .  
         [0063]      FIG. 44  is a plan view of the embodiment of  FIGS. 40 and 41  showing the side of a vehicle to which a load has shifted.  
         [0064]      FIG. 45  is a plan view of the embodiment of  FIGS. 40 and 41  showing the side of a vehicle away from which a load has shifted. 
     
    
     DETAILED DESCRIPTION  
       [0065]     While the disclosure is susceptible to various modifications and alternative forms, specific exemplary embodiments thereof have been shown by way of example in the drawings and have herein been described in detail. It should be understood, however, that there is no intent to limit the disclosure to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the disclosure as expressed by the following numbered features and elements.  
         [0066]      FIG. 1  is a partial plan view of the interior portion of a railroad box car  100  that illustrates in detail the anchoring system for the load restraining device of the present invention. Of course, the instant load restraining device is equally useful in a trailer of the type generally used for over-the-road transport, and may have applications in other types of carriage, so it should be understood that the railroad box car installation is set forth as an exemplary embodiment, and is not intended to limit the scope of the invention in any way.  
         [0067]     The railroad box car  100  includes vertical members  102  that provide structural integrity for the side wall of the car. The vertical members  102  are substantially equally spaced along each of the opposing railcar sidewalls, and may be formed from wood, steel, or aluminum, for example. Generally, interior walls  101  for the railcar  100  are constructed from plywood sheets that are attached to the vertical supports by conventional means, such as nails, screws, or other known fasteners. The railroad box car  100  also includes doors  106  located approximately centrally along each sidewall. Of course, the presence of doors  106  and their locations have no particular impact on the present invention.  
         [0068]     The anchoring system has been devised such that there are four “fixed side” anchors  103  and four “ratchet side” anchors  104  for each load restraining device installation. There are four such load restraining devices contemplated for the standard railroad box car installation, but there could be more or fewer depending upon the specific application, and the type of transport vehicle into which the devices are installed. For the box car application, there are preferably two retraining devices installed on each side of the railcar lateral centerline (labeled A in  FIG. 1 ).  
         [0069]      FIG. 2  is a section view of the box car  100  of  FIG. 1 , along section lines  2 - 2 .  FIG. 2  provides an indication of the preferred vertical separation of the anchors. As can be appreciated from an examination of  FIG. 2 , the anchors are installed such that the lowest anchor position is about 14″ above the floor of the box car  100 , with the next anchor about 40″ above the floor, the third about 66″ above the floor, and the topmost anchor about 92″ above the floor (i.e., the anchors are 26″ apart). Of course, these spacings are designed for a particular type of load, specifically salt containers that measure about 40″×48″×33″ and are arranged in groupings of six, stacked three high by two across. Other vertical spacings of the anchor assemblies  103 ,  104  may be more suitable for other types of loads.  
         [0070]     Hangers  201  (shown in a closer view in  FIG. 7 ), for easy storage of the restraining devices, are provided on the railcar doors  106 . Of course, the hangers  201  may be positioned in other convenient locations within the transportation vehicle as well.  FIGS. 19-21  illustrate a suitable configuration for the hangers  201 . A pair of steel hanger plates  2101 , preferably from ⅛″ stock and curved outward slightly at one end, are attached (such as by welding, for example) to a transverse steel retainer plate  2102 . Holes  2103  are provided through the hanger plates  2101  and retainer plate  2102  for attachment to a door or interior wall of a transportation vehicle.  
         [0071]      FIGS. 3 through 6  illustrate how the anchor assemblies  103 ,  104  are mounted. On the fixed side ( FIGS. 5 and 6 ), a single anchor  103  is mounted between the vertical members  102  of the railcar. It is acknowledged that at least a portion of the interior wall material  101  ( FIG. 1 ) may have to be removed to facilitate installation. The anchor  103  may be bolted or bracketed to the vertical members  102 , or even tack welded if the vertical member  102  is formed from steel or other suitable material to facilitate a welding installation. On the ratchet side ( FIGS. 3 and 4 ), the anchor assemblies  104  are of two-part construction. The first part of the ratchet side anchor  104  is the same as the fixed side anchor  103 . Adjacent to this first anchor  103 , a second anchor, comprising a ratchet support assembly  105 , is disposed between the next set of vertical support members  102 . Construction of both types of anchors is described below.  
         [0072]     Each of the fixed side anchors  103 , illustrated in  FIGS. 11-13 , is preferably formed from steel channel stock, C4X5.4 (ASTM A36), although the anchors  103  could be made from other suitable materials of similar strength and structural integrity. Each of the anchors  103  is preferably cut to a length of about 42″ for interposition between the vertical support members  102  of the railcar or trailer in which they are installed. Of course, custom length dimensions may be indicated for specific kinds of installations. In their preferred form, sets of eight holes  1101  are provided along the length of the anchor  103 . The holes  1101  are designed to accommodate bolts (ø¾, 10×6, grade 8, preferably, although not shown in the drawings) to secure the web strap netting  801  at the fixed end. One of the holes  1101  in each set may be threaded to accommodate a threaded bolt for greater security, although this would not always be necessary. This aspect of the present invention will be discussed in detail in a subsequent paragraph.  
         [0073]     As mentioned previously, the “ratchet side” requires one of the fixed side anchors  103  and a ratchet support assembly  105 , which is depicted in detail in  FIGS. 14-16 . The ratchet support assembly is preferably formed from a length of steel channel stock  1401  of the same specifications as that of the fixed anchor  103 , and cut to the same length. A pair of ratchet support brackets  1402  is affixed to the front face of the channel  1401 , and provided with holes  1404  therethrough for attachment of the ratchet itself (not illustrated in the figure). A support plate  1403  is also affixed to the channel  1401  adjacent to the brackets  1402 . Attachment of the brackets  1402  and plate  1403  may be accomplished by welding or other suitable means.  
         [0074]      FIGS. 25 and 26  illustrate the way in which the ratchet  2202  is mounted on the ratchet support assembly  105 . A securing bracket  2502  is engaged behind support plate  1403 , and a ratchet locating and securing bolt  2501  is then passed through the ratchet support bracket  1402  (and also through securement holes provided on the ratchet  2202 ), and a tack weld  2505  is formed to hold the ratchet  2202  in place.  
         [0075]      FIGS. 8-10  illustrate load restraining devices in operation. As can be appreciated from an examination of the figures, the anchor assemblies  103 ,  104  are used to bring a web strap net  801  to bear upon the face  803  of the load  802 . As discussed above, the configuration illustrated is particularly advantageous when employed with a packaged salt load  802  that is arranged in layers of six packages that are stacked three high. It will become clear in light of the subsequent description of operation how the web strap net  801  provides effective load restraint, that applies a restraining force away from the car centerline A, while avoiding a cross-car load that may tend to bow the car sidewalls inward.  
         [0076]     The configuration of the web strap net  801  itself is shown in  FIG. 17 . Preferably, the net  801  is constructed from polyester web straps of varying lengths and widths that are sewn together at their intersections as illustrated. In its preferred form, the web strap net  801  is based around four horizontal straps  1706  that are about 206″ long and 3″ wide. Approximately 18″ from one end (the “fixed” end) of these horizontally arranged straps  1706 , a 12″ wide section of web strap  1709  is sewn to the horizontal straps  1706  such that the horizontal straps  1706  are spaced apart by about 26 inches. This vertical strap  1709  is allowed to overlap the uppermost horizontal strap  1706  by about 13″ for a reason that will become clear in the subsequent section.  
         [0077]     A second vertical 12″ strap  1705  is laterally spaced from the first vertical strap  1709  by about 96 inches, and is also arranged to overlap the uppermost horizontal strap. The interior portion of the web strap net is comprised of a series of vertical straps  1701 , approximately 2″ wide and spaced about 14″ apart, in conjunction with a similar arrangement of horizontal 2″ straps  1704 , spaced apart at the same distance. The vertical straps  1701  are also allowed to extend beyond the topmost horizontal strap  1706  by about 13 inches, and an additional 3″ strap  1707  is sewn to the ends of these vertical straps  1701  and allowed to overlap on the ends by about 12 inches.  
         [0078]     As shown in  FIG. 18 , the short extensions of the horizontal strap  1707  are folded over and sewn to the uppermost of the long horizontal straps  1706 . This operation creates a region  1801  in the finished net  801  that includes a multitude of vertical strap sections secured to the upper strap  1706  by short oblique strap sections  1802 ,  1803 . This folded over section  1801  provides a network of vertical straps that settle over the upper edge and upper corners of a load  802 , serving as corner protectors that forestall the tendency of the horizontal straps  1706  to “dig” into load corners.  
         [0079]     The horizontal straps  1706  include short extensions  1702  that extend beyond the first vertical strap  1709  by about 18 inches, and are terminated in loops or eyes  1708  that are formed by folding over the strap material  1702  and sewing the material together in the “sewing area” illustrated in  FIG. 17 . The opposing ends  1703  of the horizontal straps  1706  extend beyond the nearest vertical strap  1705  by about 92 inches. These longer extensions  1703  are intended to interconnect with the ratchet anchor assemblies  104  provided on the side of the transport vehicle opposite the fixed side.  
         [0080]     In an alternative form, the strap ends  1702  can also be equipped with steel rings  2301 , as shown in  FIGS. 23 and 24 . The steel rings  2301  are securely sewn onto the straps, preferably by folding the strap around the ring and sewing it securely. Of course, the rings  2301  could also be fastened to the straps by other, equally secure, methods.  
         [0081]      FIG. 22  illustrates the load restraining device of the present invention in operation. Each of the shorter web straps  1702  (terminating in loops  1708 , or rings  2301 , for example) is attached to its corresponding fixed anchor  103  by passing a bolt  2201  through the loop  1708  or ring  2301  and attaching the bolt to the anchor  103 . It should be noted that the net  801  is then led around the face  803  of the load  802 , and the strap extensions  1703  on the opposite side of the net  801  are led around bolts  2201  suitably positioned in anchor assemblies  103  on the opposing wall. These straps  1703  are then led into ratchets  2202  mounted on the ratchet support assemblies  105 . The straps are tightened to apply a restraining force to the load face  803  away from the lateral centerline of the box car in which the load is being transported. The bolts  2201  are positioned “behind” the load face  803  (on the side opposite the car centerline for box car installations). The straps  1703  are disposed parallel to the interior walls  101  of the railcar  100 , thus ensuring that the restraining force applied to the load  802  will not induce a cross-car load that could bow the railcar walls inward.  
         [0082]     In operation (referring also to  FIGS. 25 and 26 ), the straps  1703  are fed through the reel bars  2503  of the ratchets  2202  in order to eliminate slack. The handle of the ratchet  2202  is then operated back and forth until the webbing is properly tensioned. Preferably, the reel bars  2503  have at least two wraps of webbing to help ensure that no slippage occurs. To release tension on the webbing, a pawl provided on the handle is pulled back, and the handle is rotated over center to the full open position.  
         [0083]     Of course, the use of the load restraining device is not limited to railcar applications. The inventive system is readily adaptable to over-the-road trailers, even those where cargoes are loaded and unloaded through a single rear door. In those applications, the bolts  2201  are disposed on the side of the load face  803  that is away from the rear door of the trailer. Thus, the load restraining device will forestall undesirable shifting of cargoes toward the loading door in such over-the-road trailer installations.  
         [0084]     Of course, there are situations in which the permanent mounting of ratchet assemblies to the interior sidewalls of transport vehicles (such as railcars) cannot be tolerated. This is true, for example, for multiple use railroad boxcars that may carry various types of loads. Permanently installed ratchets would protrude into the cargo space and could cause damage to some types of cargoes, as well as interfering with the loading of certain cargoes that actually require the entire boxcar width for proper accommodation.  
         [0085]      FIG. 27  depicts a web strap net that forms a portion of a completely removable restraint system that satisfies the constraints introduced above. The web strap net of  FIG. 27  features a pair of horizontally disposed 4-inch polyester web straps  2701 , with ratchet assemblies  2704  affixed to first ends thereof. 12-inch wide vertical web straps  2705  are secured to the horizontal straps  2701 . Because this alternative restraint system is designed to be removable, each of the components is constructed so as to be relatively light in weight. Consequently, the web strap net of  FIG. 27  is preferably only about 80 inches long. At the strap ends  2702  opposite the ratchet assembles  2704 , securement pins  2703 , preferably of steel construction, are affixed within a tapered end of the web strap so that the ends of the pins  2703  protrude. Preferably, the pins  2703  are installed by looping the fabric of the strap  2701  around the pin  2703  and sewing securely, although other methods of securing the pins  2703  in position may also be devised.  
         [0086]     As noted, because this alternative restraint system is designed to be removable, the web strap nets themselves are provided in sections. The large nets described above in conjunction with the previous embodiment would simply be too heavy, once encumbered with ratchet assemblies, to function satisfactorily in a removable environment. Consequently, the web strap net configuration illustrated in  FIG. 28  is designed to mate with the net of  FIG. 27 .  
         [0087]     Since the web strap net of  FIG. 28  does not include ratchets (these are provided on the mating structure of  FIG. 27 ), this particular web strap net of  FIG. 28  is intended to be the longer of the two removable sections. Preferably, the web strap net of  FIG. 28  is about fourteen feet in length. The web straps  2801  are preferably formed from 4-inch polyester material. 12-inch wide vertical strap sections  2803  are secured to the horizontal straps  2801 . At first ends of the straps  2801 , securement pins  2703  are attached to the straps  2801  in much the same fashion described in conjunction with  FIG. 27 . The anchor mechanism used with the securement pins  2703  will be described in more detail below.  
         [0088]     The vertical strap sections  2803  are positioned relatively close to the securement pin  2703  ends of the straps  2801 . The wide vertical straps  2803  are employed because of uncertainty regarding the precise corner locations for various cargoes, and it is believed that this structure provides a wide range of corner support to meet most eventualities. A relatively long run of free strap ends  2802  is designed to extend along the cargo frontage and mate with the ratchet assemblies  2704  of the mating web strap section. Since the ratchet assembles  2704  and the free strap ends will mate and engage with each other at a point along the frontage (or face) of the cargo, it is contemplated that a cushioning material, such as cardboard dunnage sheets, for example, will be inserted between the ratchets and the load face in order to avoid damage to the cargo.  
         [0089]     Alternative web strap net configurations are also provided.  FIG. 29  illustrates a web strap net having three horizontal 4-inch polyester web straps  2901 , unequally spaced at 21 inches and 23 inches apart. Of course, many different spacings may be selected without diminishing the effectiveness of the present restraint system. The web strap net of  FIG. 29  includes a plurality of 12-inch wide vertical web straps  2902  secured to the horizontal straps  2901 . At first ends of the web straps  2901 , ratchet assemblies  2704  are provided, while at the strap ends opposite from the ratchets  2704 , securement pins  2703  are provided in the manner described above. A three-strap net configuration similar to the net of  FIG. 28  (except with three horizontal straps arranged in the same vertical spacing as those of  FIG. 29 ) is contemplated, but is not illustrated in a drawing figure. It is believed that utilizing more that three horizontal straps in a web strap net, particularly for the section having ratchet assemblies, renders the net too heavy for easy removability.  
         [0090]      FIG. 30  depicts a railroad boxcar  3000  in a perspective, cut-away view that permits the flush-mounted wall anchors  3001  to be seen on the interior walls of the railcar. Construction and operation of these flush mounted anchors is described in detail in U.S. Pat. No. 6,422,794, issued Jul. 23, 2002, and fully incorporated by reference thereto as if fully set forth herein.  
         [0091]      FIGS. 31 and 32  depict a web strap  2801  of a web strap net secured to the anchor  3001 . It can be appreciated that the securement pin  2701  holds the web strap in the anchor  3001 , and clip member  3101  prevents the securement pin  2701  from rotating and slipping through the anchor  3001 . Of course, the anchor shown is intended to be exemplary, and other flush-mounted anchor systems that firmly secure the web strap nets in position while permitting easy removability may function adequately in the restraint system described.  
         [0092]     Using the web strap nets described above, removable restraint configurations can be easily achieved featuring various combinations of horizontal straps to accommodate a variety of loads. For example, using the plurality of anchors provided in the railcar of  FIG. 30 , one could devise a removable restraint system in which a pair of lower web strap nets having three horizontal straps each, combined with a pair of upper web strap nets having a pair of horizontal straps each, provides a total of 5 horizontal straps across the cargo being secured, but is still easily removable, and is relatively light in weight because it is provided in four sections. Other configurations of horizontal straps, such as single 2- or 3-strap nets, or a six-strap net comprised of two pairs of three-strap nets, are easily installed and removed after use utilizing the restraint system of the present invention.  
         [0093]      FIGS. 33 through 39  show another embodiment of the load restraining device of the present invention. This embodiment has two nets, a fixed net and an adjustable net, located at either end of a load within railcar  100 . This embodiment is similar to that previously described except that there are no ratchets. Without ratchet assemblies, anchor assemblies similar to the fixed side anchor assemblies  103 , described above, are attached to both sides of the car.  
         [0094]      FIG. 33  depicts a fixed end net assembly  3300 . The fixed net assembly is comprised of a web strap net  3800 , as shown in  FIG. 38 , having a plurality of horizontal web straps  3802  and vertical straps  3804  fixed to a plurality of anchor assemblies  3320 . Each anchor assembly  3320  comprising a channel section  3322  made of steel or other suitable material having a top flange  3324  and a bottom flange  3326 . A plurality of holes  3328  are provided in each of the top and bottom flanges. The holes in the top and bottom flanges are substantially aligned to receive a bolt or other fastener therethrough. Each anchor assembly has an anchor bolt  3330  and a fulcrum bolt  3332  the functions of which are described below. The anchor bolt and the fulcrum bolt are each threadedly engaged and secured by a hex nut  3334 .  
         [0095]      FIG. 34  depicts an “adjustable end” net assembly  3400 . The adjustable net assembly is essentially the same as the fixed net assembly except that the anchor assemblies  3420  are longer than anchor assemblies  3320  to allow for positioning the web strap net at a range of positions. Each anchor assembly  3420  comprising a channel section  3422  made of steel or other suitable material having a top flange  3424  and a bottom flange  3426 . A plurality of holes  3428  are provided in each of the top and bottom flanges. The holes in the top and bottom flanges are substantially aligned to receive a bolt or other fastener therethrough. Each anchor assembly has an anchor bolt  3430  and a fulcrum bolt  3432  the functions of which are described below. The anchor bolt and the fulcrum bolt are each threadedly engaged and secured by a hex nut  3334 .  
         [0096]      FIG. 35  is a detail of anchor assembly  3320  showing fulcrum bolt  3332 , although the arrangement is typical of anchor assembly  3420  and fulcrum bolt  3432  as well. As can be seen extended portion  3806  of the horizontal web strap wraps around fulcrum bolt  3332  running substantially parallel to the sidewall of the vehicle within the channel  3322 . Fulcrum bolt  3332  is threadedly engaged and secured by a hex nut  3334  within a pair of holes  3328  in anchor assembly  3320 .  
         [0097]      FIG. 36  is a detail of anchor assembly  3420  showing anchor bolt  3430 , although the arrangement is typical for anchor assembly  3320  and anchor bolt  3330  as well. Extended portion  3806  runs substantially parallel to the vehicle sidewall within channel  3422 . A loop  3808  on the end of the extended portion  3806  of the horizontal web strap element  3802  is positioned between a pair of holes in channel  3422 . An anchor bolt passed through the pair of holes  3428  and through the loop  3808  of the web strap. A hex nut  3434  threadedly engages anchor bolt  3430  securing the anchor bolt and the web strap to the anchor assembly.  
         [0098]      FIG. 37  is an exploded view showing the fixed end anchor assemblies and net of  FIG. 33  showing the web strap net  3800  in cooperation with anchor assemblies  3300 . The arrangement for the adjustable end restraining system of  FIG. 34  (not shown) is similar. At the fixed end the anchor assembly channels  3320  are 49″ long with four attached to each side of the car. The extended strap ends  3806  of the net are run between the anchor channel and the fulcrum bolt  3314 . The fulcrum bolt is secured to the anchor channel  3320  by a hex nut  3334 . The loop  3808  on each strap is secured to the anchor assembly by an anchor bolt  3330  which is placed through the loop and fastened with a hex nut  3334  or other suitable fastener.  
         [0099]     Anchor assemblies  3330 ,  3430  comprise a channel, preferably made of 4⅝″×2 ⅝″× 5/16″ steel, though other materials may also be suitable. Each channel has a number of holes  3328 ,  3428  sized to accommodate a 1″-8×6″ hex bolt. Preferably, the holes are 1 1/16″ dia. spaced on 6″ centers.  
         [0100]     A web strap net is secured to the anchor assemblies. As shown in  FIG. 38 , the web strap net  3800  is configured with a plurality of horizontal web straps  3802  and vertical web straps  3804 . The horizontal straps  3802  are made of 4″ wide woven nylon, polyester, or other suitable material, and are joined by sewing or other suitable means to 8″ wide vertical web straps  3804 . Each horizontal strap has an extended portion  3806  located outside of the vertical straps  3804  extending outside the vertical straps  3804  for approximately 34″. The vertical straps act as corners to secure cargo, in this case racks. Generally, a larger number of straps is required the greater the load being restrained. For example, a web strap net having four horizontal straps is designed for a load of 96,000 pounds. Seven horizontal straps could handle a load of up to 168,000 pounds, while eight horizontal straps would be sufficient for a load of 186,000 pounds. As should be apparent, the web strap net may be configured to have any number of vertical or horizontal straps. Additionally, a plurality of web straps may be used in a horizontal configuration without vertical straps.  
         [0101]     At the end of each horizontal strap extended portion  3806  is a loop  3808 . As can be seen in  FIG. 39 , the loop  3808  is formed by folding the end of strap  3802  back and securing it to itself by stitching or other suitable means. The loop  3808  is secured to the anchor  3320 ,  3420  by an anchor bolt  3330 ,  3430  and a hex nut  3334 ,  3434 .  
         [0102]     In the embodiment shown, the anchor channels  3320  and  3420  are arranged four-high and are located with the first anchor being 12″ above the floor of the box car  100 , with the second anchor 54″ above the floor, the third anchor 96″ above the floor, and the fourth anchor 138″ above the floor. In other words, in this embodiment, the anchor assemblies  3320  and  3420  are spaced 42″ apart vertically. These spacings are designed for a particular type of load, specifically a three-high stack of auto parts racks each measuring 96″×48″×60″. Other vertical spacings of the anchor assemblies may be more suitable for different types of loads. Also, it should be noted that for arrangements having a different number of horizontal web straps, different numbers of anchor assemblies may be arranged at heights appropriate for the particular application.  
         [0103]     At the adjustable end, the anchor channels  3420  are 193″ long. Holes  3428  are provided 6½″ from each end of the channel and spaced along the channel 6″ apart. Similar to the fixed end, each strap on the net is run between the channel and the fulcrum bolt and secured by an anchor bolt and hex nut. In this way, the attachment points for the net are positioned behind the face of the load at each end. If the load shifts in transit, the fulcrum bolt redirects the force of the shifting load along the length of the anchor channel, and reduces inward pull of the car walls.  
         [0104]     The embodiment of  FIGS. 33 and 34 , is used to retain racks containing auto parts. The racks measure 96″×48″×60″ and are stacked three-high. In this case, the anchor assemblies  103  are 193″ long. The anchor assemblies have a plurality of 1 1/16″ diameter holes starting 6½″ from each end and spaced at 6″ centers to allow for positioning the web strap net based on the number of racks to be loaded into the railcar.  
         [0105]      FIG. 40  through  FIG. 45  show another alternate embodiment of the present invention. In this embodiment, pins are used instead of bolts for the anchor fastener and the fulcrum fastener. A fulcrum pin  4032  is positioned within a pair of holes in the anchor channel  4020  and retained by a cotter pin (not shown). A link  4052  defining an aperture is attached to a sleeve  4050 . The fulcrum pin in inserted through a hole in the anchor channel  4020 , through the sleeve  4050 , and through the opposite hole in the channel. The fulcrum pin is secured by a cotter pin (not shown) allowing the sleeve  4050  with link  4052  to rotate about the fulcrum pin.  
         [0106]     As shown in  FIG. 42 , the web strap  3806  is fed through the aperture in the link  4052  of the fulcrum assembly. The web strap  3806  is secured by an anchor pin  4030  positioned through a pair of holes  4028  in the anchor channel  4020  and through the loop  3808  in the strap and fastened with a cotter pin (not shown). This arrangement provides the benefit of some play in the straps for when a load shifts in transit.  
         [0107]     As shown in  FIG. 44  and  FIG. 45 , when a load  802  shifts away from one sidewall of railcar  100 , the load  802  pulls web strap  3802  causing link  4052  and sleeve  4050  to rotate about fulcrum pin  4032  away from anchor channel  4020  as shown in  FIG. 45 . On the side of the railcar  100  to which the load has shifted, the link  4052  and sleeve  4052  rotate about fulcrum pin  4032  towards the anchor channel  4020 . As load  802  shifts from side to side during transit, the sleeves and links rotatably connected to the fulcrum pins rotate back and forth maintaining contact between the face of the load and the web strap without transferring the lateral load to the car side.  
         [0108]     The load restraining device of  FIGS. 33 through 45  is mounted in a transportation vehicle, for example a railcar, with a door located in the side wall of the car. A fixed end web strap net assembly  3300  is positioned at one end of the rail car. An adjustable end web strap net assembly  3400  is positioned at the opposite end of the railcar based on the calculated length of the cargo to be loaded into the car. Markings may be provided on the interior wall of the railcar to assist in positioning the adjustable assembly  3400 . Cargo is loaded through the door in the side of the railcar towards one of the ends of the car, then to the opposite end. Once both ends of the car have been loaded, the final piece of cargo is loaded between the cargo already loaded in either end of the car packing the cargo between the fixed assembly and the adjustable assembly to secure the load.  
         [0109]     There has been described herein a load restraining device that offers distinct advantages when compared with the prior art. It will be apparent to those skilled in the art that modifications may be made without departing from the spirit and scope of the invention. For example, the illustration and description of the present invention in a railcar installation is not intended to limit the invention to railcar applications alone.