Shipping rack convertible to first and second lengths

A shipping rack is provided which is convertible to a first rack length for snug lengthwise loading across the interior width of a semi-trailer and convertible to a second rack length for snug loading lengthwise across the interior width of a railroad boxcar. This is accomplished by providing pivotable extensions on one end wall of the rack which may be pivoted into the end wall to form a short rack length and out of the end wall to form a longer rack length.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
This invention relates to a shipping rack convertible to a first rack 
length for loading onto a semi-trailer and convertible to a second length 
for loading onto a railroad boxcar. 
2. Prior Art 
Racks of the type to which the present invention relates are commonly used 
for shipping industrial parts. The parts are normally elongated members 
which do not readily fit into box-like containers. For example, automobile 
bumpers are elongated and have a curved configuration which does not 
readily adapt to shipment in box-like containers. The racks used for this 
purpose normally have a bottom wall and upstanding end walls but no 
sidewalls. The elements to be shipped can be easily loaded onto the racks 
with the racks giving vertical and endwise support. 
Loaded racks are normally shipped in conventional semi-trailers and 
railroad boxcars. The semi-trailers referred to are of the type normally 
pulled by a tractor on highways or, in some cases, shipped for long 
distances on railroad flat cars. 
Both semi-trailers and railroad boxcars have assumed a relatively 
conventional width. For example, standard railroad boxcars have an 
interior width of about one hundred ten inches while many semi-trailers 
have an interior width of about ninety-eight inches. Racks are normally 
stowed in either railroad boxcars or semi-trailers lengthwise across the 
width of the railroad boxcar or semi-trailer. There must be a relatively 
snug fit of the racks across the width of these units so that the racks 
will not shift within the transporting unit for any appreciable distance 
while the unit is moving. Such shifting, if it gained momentum by 
traveling a foot or so within the transporting unit could cause severe 
damage to the unit possibly rupturing the sidewalls. It is, however, 
desired to have a small clearance between the ends of the racks and the 
sidewalls of the transporting unit, to facilitate loading and unloading 
and also to accommodate the small discrepancies in standard width which 
are encountered in practice. Two inches is normally considered adequate 
clearance. 
In the past, two different sets of racks have had to be used to transport 
industrial parts in semi-trailers and railroad boxcars. The racks for 
semi-trailers have been about ninety-six inches in length while the racks 
for railroad boxcars have been about one hundred eight inches in length. 
This obviously requires industrial and shipping concerns to stock 
different size racks and, in addition to the cost of such racks, inhibits 
flexibility in loading and shipping materials. Thus, racks of railroad 
boxcar size might be available when it is desired to ship on semi-trailers 
or vice-a-versa. 
In accordance with the present invention, a shipping rack is provided which 
may be used for loading either semi-trailers or railroad boxcars. The 
basic rack length is fashioned to be of a size desirable for semi-trailers 
in view of the fact that such trailers are narrower than railroad boxcars. 
However, extensions which are pivotable out of one of the end walls of the 
racks are provided to effectively increase the length of the rack so that 
it may be utilized for shipment via railroad boxcars. There is, of course, 
a certain amount of unused space in the boxcar when such extensions are 
used. However, the overall benefits derived from the lack of need for 
stocking two sizes of racks and the flexibility in use of the racks 
override this factor. 
SUMMARY OF THE INVENTION 
A shipping rack is provided which is convertible to a first rack length for 
snug lengthwise loading across the interior width of a semi-trailer and 
convertible to a second rack length for snug loading lengthwise across the 
interior width of a railroad boxcar. The rack comprises a bottom wall 
having a width and a length. An upstanding end wall is provided at each 
end of the length of the bottom wall. The distance between the outside 
surfaces of the end walls define the first rack length. 
A pair of spaced apart rack extensions are pivotally mounted on one of the 
end walls. The rack extensions are pivotable to one position where they 
are folded into the end wall and define with the end wall the first rack 
length. The rack extensions are pivotable to a second position where they 
extend outwardly from the outside surface of the end wall in which 
position the distance between the outer edge surfaces of the extensions 
and the outer surface of the outer end wall define the second rack length. 
The first rack length is about ninety-six inches and the second rack 
length is about one hundred eight inches. 
One edge of each extension comprises an elongated generally vertically 
extending member having a pair of spaced apart enlarged multi-sided 
locking elements thereon. A pair of vertically spaced apart tubular 
latching elements are mounted on the end wall. The extension edge is 
pivotally and slidably received in the latching elements with each of the 
locking elements being positioned above one of the locking elements when 
the extension edge is moved upwardly to permit pivoting of the edge of the 
latching elements, and thus the extensions, to either the first or said 
second position. The interior of each latching element is of a size to 
slidably receive a locking element and has a mating surface configuration 
to prevent pivoting of the edge when the locking element is received 
therein upon downward movement of the edge. 
Stop means are provided on each extension to abut the latching elements to 
limit downward movement of the extensions. Additional stop means are 
provided on the end wall to abut against the extensions and limit upward 
movement. The edge member of each extension has an extended lower portion 
to prevent escape from its respective latching element prior to such 
abutment with the stop means on the end wall.

BRIEF DESCRIPTION OF A PREFERRED EMBODIMENT 
Referring to the drawings, it will be noted that the shipping rack 10 
includes a bottom wall 12 having a width and a length with an upstanding 
end wall 14, 16 at each end of the length of the bottom wall. The bottom 
and end walls are made to be fabricated of welded tubular steel. Plastic 
materials may alternatively be used for fabrication purposes. 
The bottom wall 12 comprises a frame consisting of side rail members 18 and 
end rail members 20. Extending between these members are lateral elements 
22 and longitudinal elements 24 which define a grid-like pattern. As will 
be appreciated, the bottom wall 12 provides vertical support for materials 
which are loaded thereon. 
Each of the end walls comprises a frame consisting of upper and lower rails 
26, 28 and vertical end rails 30, 32. Again, these elements may be 
fabricated of tubular steel and welded together. Feet 34, 36 extend from 
the lower end of the vertical rails 30, 32. As will be noted in dotted 
lines, one rack 10 may be loaded on another rack with the feet being 
received in the hollow upper ends of the tubular vertical rails. The end 
walls are secured to the bottom wall by means of a plates 38. The plates 
are welded at one end 42 to the vertical rails of the end walls. The other 
ends of the plates are bolted to the bottom wall by means of nut and bolt 
structures 44 which are secured to projections 46 which are welded to the 
ends of the bottom wall rails 18. This permits pivoting of the end walls 
with respect to the bottom wall. As will be seen in FIG. 2, opening means 
48 are provided through the plates 38 and projections 46. A pin 50 is 
received through the opening means 48 and held in place by cotter pin 52 
to normally lock the end walls in the upright position shown. When the 
racks are empty and it is desired to store them, the pin 50 may be removed 
and the end walls folded into the bottom wall as shown in dotted lines. 
Support members 54, 56 are provided on the bottom wall for support of the 
collapsed end walls. A pair of spaced apart loops 58, 60 are provided at 
each end of the bottom wall to facilitate manipulation of the racks by 
means of a fork lift truck. 
A pair of spaced apart rack extensions 62, 64 are pivotally mounted on the 
end wall 14. As will be noted in FIGS. 2 and 5, the rack extensions are 
pivotable to one position where tney are folded into the end wall 14 and 
pivotable to a second position where they extend outwardly from the 
outside surface of the end wall 14. Referring to FIG. 1, the distance 
D.sub.1 represents the first rack length which is provided for snug 
lengthwise loading across the interior width of a semi-trailer 66 as shown 
in FIG. 7. The interior widrh of a standard semi-trailer of the type in 
which such racks are normally transported is about ninety-eight inches. 
The rack length D.sub.1, which represents the distance between the outside 
surfaces of the end walls 14, 16, is about ninety-six inches. This leaves 
two inches to spare for loading and unloading of the racks and also takes 
care of minor discrepancies in the interior width of the semi-trailer 66. 
When the extensions 62, 64 are pivoted outwardly as shown in FIG. 1, the 
distance D.sub.2 represents the second rack length. This length is 
appropriate for snug loading of the racks lengthwise across the interior 
width of a railroad boxcar 68 as illustrated in FIG. 6. The interior width 
of a standard boxcar is about one hundred ten inches. The rack length 
D.sub.2 is about one hundred eight inches. Again, two inches are provided 
for facilitating loading and unloading and to take care of minor 
discrepancies in the interior width of boxcars. The distance D.sub.2 is 
measured from the outer surface of the end walls 16 to the outer edge 
surface of the extensions 62, 64 as shown. 
The pivotal connection of the rack extensions to the end wall 14 is 
illustrated in FIGS. 3, 4 and 5. As thereshown, it will be noted that the 
extensions comprise a generally rectangular member formed of an outer 
upright tubular member 70 from which extend tubular cross members 72, 74. 
The members 72, 74 are connected to an elongated generally vertically 
extending edge member 76 which defines the inner edge of the extension. A 
pair of spaced part enlarged multi-sided locking elements 78, 80 are 
provided on member 76. Illustratively, the elements 78, 80 are square in 
cross section. A corresponding pair of vertically spaced apart tubular 
latching elements 82, 84 are provided on vertical struts 86, 88. It will 
be noted that the struts 86, 88 are inset with respect to the thickness of 
the sidewall tubular frame. The struts are connected at the top and bottom 
to horizontal angle members 90, 92 which are secured to the rails 26, 28. 
The insetting referred to results in the extensions folding into the end 
walls when they are pivoted inwardly as shown in FIGS. 2 and 5. 
The edge member 76 of the extension, which is cylindrical in shape, is 
pivotally and vertically slidably received in the latching elements 82, 
84. The locking elements 78, 80 are positioned above the latching elements 
82, 84 when the extension edge member 76 is lifted upwardly as shown in 
FIG. 4. This permits pivoting of the edge member 76 in latching elements 
82, 84, and thus the extension, to either of the positions shown in FIGS. 
2 and 5. 
The interior 94 of each latching element, as shown in FIG. 5, has a surface 
configuration which mates with the configuration of the locking elements 
to prevent pivoting of the edge member 76 when the locking elements are 
received therein upon downward movement of the edge element as shown in 
FIG. 3. Illustratively, the interior 94 of the latching elements is 
square. Thus, the extensions 62, 64 may be pivoted outwardly or folded 
into the end wall as shown in FIG. 2 and locked in whichever position is 
desired. 
Stop means are provided to limit both upward and downward movement of the 
extensions. As will be appreciated from viewing FIG. 4, the insetting of 
the extension edge member 76 into the end wall results in the upper end of 
the member 76 abutting against the upper rail 26 upon upward sliding of 
the extension. This functions to stop such upward movement. The edge 
member 76 has an extended lower portion 96 to prevent escape from the 
latching element 84 prior to such abutment. Stop means which limit 
downward movement of the extensions comprise the upper and lower cross 
members 72, 74 which abut against the latching elements 82, 84 upon 
downward movement of the extension.