Abstract:
A rail-road intermodal freight system. In an embodiment, a plurality of L-cars are provided. In an embodiment, each L-car may be configured for support at its forward end on a preceding L-car, and at a rear base on a set of flanged rail wheels. In implementing the system, a freight yard is provided with rail components which are switchable to enable decoupling and a turn-in-place operation, wherein each care is lifted from the preceding L-car in the train, and the neck portion of the L-car lowered to the ground. When in the lowered position, downwardly extending legs on the over-the-road trailer enable an over-the-road tractor to attach the over-the-road trailer in conventional fashion, for removal of the over-the-road tailer from the L-car. Loading of an over-the-road trailer on the L-car takes place via a reverse process, wherein the trailer is backed up on to the L-car.

Description:
RELATED PATENT APPLICATIONS 
     This application claims priority, and is a continuation-in-part from currently pending U.S. patent application Ser. No. 13/105,897, filed May 12, 2011, which application claimed U.S. domestic priority and was (a) a continuation-in-part of prior pending U.S. patent application Ser. No. 12/777,278, filed on May 11, 2010, (b) a continuation-in-part of prior pending U.S. patent application Ser. No. 12/779,841, filed on Jul. 7, 2010, and (c) a continuation-in-part of prior pending U.S. patent application Ser. No. 12/832,054, filed on Jul. 7, 2010. The disclosures of each of the aforementioned patent applications, including their specification, claims, and drawing figures, are hereby incorporated herein by this reference. 
    
    
     STATEMENT OF GOVERNMENT INTEREST 
     Not Applicable. 
     COPYRIGHT RIGHTS IN THE DRAWING 
     A portion of the disclosure of this patent document contains material that is subject to copyright protection. The patent owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the Patent and Trademark Office patent file or records, but otherwise reserves all copyright rights whatsoever. 
     TECHNICAL FIELD 
     This application relates to a system for rail-road transfer of over-the road shipping containers, and to railroad track developments which facilitate such transfers. 
     BACKGROUND 
     In the freight shipping business, it is well known that in many situations, the transfer of highway trailers by rail car may save money, and in many instances, may save transit time from a point of origin to a final destination. However, loading of highway capable freight trailers on to rail cars, and the unloading of such trailers from rail cars is a rather labor intensive and time consuming activity. For example, a switch engine is often used at a rail yard to position rail cars to a loading platform accessible to tractors for the trucks. As a result, the use of rail-road intermodal systems has largely been limited to rather long distance freight hauls. However, in an ever more competitive shipping cost environment, there remains a need for improvements and cost saving. More particularly, on “short” or “medium” haul lengths, say 200 to 400 miles, where the use of rail systems might completely avoid the need for long haul drivers for large numbers of tractor-trailer combinations use of a new rail-to-road intermodal system would be desirable. Thus, it would be advantageous if novel, cost effective methods were available, along with novel apparatus for implementation of such methods, for improving economics of rail-road freight transfer. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWING FIGURES 
       The present invention will be described by way of exemplary embodiments, illustrated in the accompanying drawing figures in which like reference numerals denote like elements, and in which: 
         FIG. 1  shows a rail siding as at time of arrival to an intermodal transfer station, of a plurality of L-cars (in a series of L-cars from 1 to N, N being a positive integer, and wherein N=1 refers to the first L-car in a plurality of L-cars) in a rail train made up of a plurality of specialized rail cars for carriage of over-the road trailers. 
         FIG. 2  shows a rail siding as at a time during which L-cars in a railroad train are being turned for pickup of the over-the-road trailers by an over-the-road tractor, for removal from the rail yard. 
         FIG. 3  shows a rail siding as at a time during which L-cars in a railroad train are being turned for hookup of the over-the-road freight trailers with an over-the-road tractor, for removal from the rail yard, now further illustrating use of novel rail sections, and interchangeable rail forming discs, all of which facilitate the angular movement of an L-car to a position for off-load from the rail car of an over-the-road trailer. 
         FIG. 4  shows details for an embodiment of a rail siding as at a time during which L-cars in a railroad train are being turned for pickup, here showing in detail the use of novel rail sections, and interchangeable rail forming discs, all of which facilitates the angular movement of an L-car to a position for off-load of an over-the-road trailer from the L-car. 
         FIG. 5  shows yet further details for an embodiment of a rail siding as at a time during which L-cars in a railroad train are being turned for pickup, here showing in additional detail the use of novel rail sections, and interchangeable rail discs, all of which facilitates the angular movement of an L-car to a position for off-load of an over-the-road trailer from the L-car.  FIG. 5A  is similar to  FIG. 5 , and is provided to illustrate another embodiment for the interchangeable rail discs that provide structural support for flanged wheels on rail cars. 
         FIG. 6  shows details for embodiment an L-car system for rail travel of rail-road intermodal freight, here illustrating the use of a dolly at a first L-car (N=1) on a train made up of L-cars, where the dolly supports a first L-car for connection to a locomotive, and wherein a second L-car (N=2) is joined by coupling to the first L-car (N=1). 
         FIG. 7  shows yet further details for an embodiment of a L-car for use in transport of over-the-road trailers, now illustrating the pick-up of an over-the-road trailer by a tractor, with the L-car in its lowered, trailer pickup position.  FIG. 7A  is similar to  FIG. 7 , and is provided to illustrate another embodiment for the interchangeable rail discs that provide structural support for flanged wheels on rail cars. 
         FIG. 8  shows yet further details for an embodiment of a L-car for use in transport of over-the-road trailers, now illustrating the L-car in empty configuration, ready for loading of an over-the-road trailer. 
     
    
    
     The foregoing figures, being merely exemplary, contain various elements that may be present or omitted from actual apparatus that may be constructed, or used to practice the methods taught herein, and to manufacture an L-cars including features set forth herein. An attempt has been made to draw the figures in a way that illustrates at least those elements that are significant for an understanding of the apparatus and methods taught herein, and for the alternate configurations thereof, and for a method for use of the apparatus. However, various other elements for such L-cars, and methods of use thereof, may be utilized, within the teachings hereof and within the coverage of the claims set forth herein. 
     DETAILED DESCRIPTION 
     Unique designs for rail cars for use in rail-road intermodal freight systems are set forth herein. Also, methods for use of such devices are described herein. Many of the illustrations provided are directed at the most common trailer design seen in over-the-road applications in North America, namely, a semi-trailer. By definition, a semi-trailer is a trailer without a front axle. In semi-trailers, a large proportion of the weight in the semi-trailer is supported by an over-the-road tractor. Semi-trailers are normally equipped with landing gear, namely legs which can be lowered, to support the semi-trailer when it is detached from the road tractor. In many parts of the world, a road tractor coupled to a semi-trailer is known as a semi-trailer truck or more commonly, simply as a “semi”. However, it should be understood that the basic L-car system described herein may be applied to other types of trailers, including those having a front axle and attachment tongue and hitch (such as an A-frame mount seen in  FIGS. 1 and 2 ), and thus the intermodal system design described herein should not be limited to semi-trailers per se, but should be understood to be useful in the quick loading and unloading of many over-the-road trailer designs. 
     Attention is directed to  FIGS. 1 and 2 , where a rail car  20  for carriage of over-the-road trailers  22  is depicted. As seen in  FIG. 1 , a set of rail cars  20  has been pulled on to a siding  16  by engine  18 . Further, see  FIG. 3  wherein rail car  20  is shown carrying an over-the-road semi-trailer  24 , all as just discussed above. As further detailed in  FIG. 8 , the rail car  20  includes a wheel set  24  having at least one axle  26  connected to a pair of flanged rail wheels  28 , and a suspension package  30  such as conventional springs. A frame  32  is provided, wherein the frame is generally L-shaped, with a front end  34  and a rear end  36 . The frame further includes a deck  40  for support of a trailer  22  or  24 . The deck may extend between a first end  42  and a second end  44 . In an embodiment, a deck  40  may be adapted to slope downward toward the second end  44  during rail transit operation. In an embodiment, a generally vertically extending bumper  46  may be located at or adjacent the second end  44  of the deck  40 . A rear base  50  may be provided, located rearward of the bumper  46 . In an embodiment, a rear base  50  may have (a) a lower side  52  resting on and suspended by the suspension package  30 , and (b) and an upper side  54 . Further, in an embodiment a conventional railroad front coupler  56  and rear coupler  58  may be provided. In various embodiments, a lock  60  may be provided, in order to securing a trailer  22  or  24  to the rail car  20 . As may be further understood with reference to  FIG. 7 , and as described elsewhere herein, in an embodiment, a lock  60  may include a fifth wheel sliding plate  62  with spring loaded clamping jaws  64  that act on a king pin  66  located at an upper mating plate  68  on semi-trailer  24 , all of which are adapted to lock the king pin  66  to secure the semi-trailer  24 . Tractor  69  may be similarly equipped with fifth wheel type sliding plate  62  and clamping jaws  64  of conventional manner. 
     In various embodiments, a rail car  20  may be provided with one or more support members  70 . Such support members  70  may extend forward of the frame  32 , with sufficient length LS sufficient to reach an upper side  54  of a rear base  50  of a next forward rail car  20  in a set of N rail cars, wherein N is a positive integer greater than one. As noted in  FIG. 6 , at a first car  20 , the support members  70  may rest on a connecting dolly  71 , which provides for attachment to engine  18 . In an embodiment, two support members  70  may be provided. 
     As also seen in  FIG. 8 , a deck  40  may include a left track portion  40 L and a right track portion  40 R. The left  40 L and right  40 R track portions are sized and shaped for support of a trailer  20  or  24  having conventional dual left wheels and dual right wheels. 
     As also may be appreciated from  FIG. 8 , the left track portion  40 L has a first inner edge  72 , and the right track portion has a second inner edge  74 . The first inner edge  72  and the second inner edge  74  define a gap between the left track portion  40 L and the right track portion  40 R. In some embodiments, a rail car  20  may be further configured for transport of a semi-trailer having landing gear. In such cases, the first inner edge  72  further comprises a first outwardly protruding cutout  76  a distance D 1  forward from the bumper  46  that defines a narrowed length L 1  of the left track portion  40 L. Also, the second inner edge  74  further comprises a second outwardly protruding cutout  78  a distance D 2  forward from the bumper  46  that defines a narrowed length L 2  of the right track portion  40 R. The first outwardly protruding cutout  76  and the second outwardly protruding cutout  78  may be sized and shaped to provide sufficient width W for passage through said deck of landing gear  80  of a selected semi-trailer. In an embodiment, the rail car  20  may be further provided with a first deck insert  82  corresponding to the size and shape of the first outwardly protruding cutout  76 , and a second deck insert  84  corresponding to the size and shape of said second outwardly protruding cutout  78 . In an embodiment, a first deck insert  82  may be hinged to the left track portion (not shown, but similar to below), and the said second deck insert  84  may be hinged at hinge  86  to the right track portion  40 R. 
     Turning now to  FIGS. 3 ,  4  and  5 , components for an apparatus  90  to support of a pair flanged rail wheels when the pair of flanged rail wheels are abruptly turned from first and second straight rails are illustrated. As noted in  FIGS. 1 and 2 , the rail car  20  may be configured for transport over a conventional pair of first  100  and second  102  rails. However, in order to turn a rail car  20  abruptly for off-load and on-load of trailers  22  or semi-trailers  24 , I have developed a concept that may be useful. In particular, as shown in  FIG. 4 , a curved rail section  104  may be provided. Such a curved rail section  104  may be sized and shaped to curve sharply from a first straight rail  100 . The curved rail section  104  further includes a plurality of pin accepting apertures  106  defined by inner edge portions  108 . A plurality of pins  110  is provided, as noted in  FIG. 5 . A base plate  112  may be provided having a plurality of pin locating apertures  114  therein. The plurality of pin accepting apertures  106  are adapted for accepting pins  110  therethrough to secure the curved rail section  104  at the pin locating apertures  114  in the base plate  112 . 
     In an embodiment, the apparatus  90  may further include a plurality of rail forming tubular cylinders  120 . The rail forming tubular cylinders  120  have pin  110  accepting apertures  122 . The rail forming tubular cylinders  120  are sized and shaped for rolling support of a flanged rail wheel  28  by placement of a plurality of rail forming tubular cylinders  120  above the base plate  112 , wherein a flat surface of a tubular cylinder vertically supports a flanged rail wheel  28 . A plurality of pin accepting apertures  122  are adapted for accepting pins  110  therethrough to secure the rail forming tubular cylinders  122  at suitable pin locating apertures  124  in the base plate  114 . In an embodiment, the rail forming tubular cylinders  120  may be provided with the tubular cylindrical shape in a vertical orientation, so that the tubular cylinder structure vertically supports flanged wheels on intermodal freight rail cars. 
     Now that components for various embodiments of an exemplary rail car  20  and curved track portions  104  and rail discs  120  have been described, various components for methods of use of the same for rapid loading and unloading of trailers  22  or  24  from rail cars  20  will be described. First, a plurality of rail cars  20  as described herein may be provided. Then, a plurality of over the road trailers, either semi-trailers  24  or trailers  22 , all as noted above are provided. Then, a suitable rail siding  16  must be provided. As noted in  FIG. 3 , at rail siding  16 , there must be space  130  for storage for the plurality of rail cars  20  when the plurality of rail cars  20  are turned to a spaced apart angled configuration by an angle alpha, each rail car  20  spaced apart from adjacent rail cars. Further, the storage space  130  should be accessible as a roadway by tractors  69 . As seen in  FIG. 3 , a lift  140  may be provided. Lift  140  may be of conventional fashion as used for lifting containers, however, lifting requirements in most instances may be considerably less, so energy savings may be possible by using lifting mechanism, such as a wheeled lifting device, more closely matched with actual loads. In any event, lift  140  is used to lift at least one end of each of the rail cars  20 , one after the other. To start, a first (N=1) rail car  20  is lifted at a front end  142 , to turn the rail car  20  and place the rail car at a selected angle alpha away from a track  100  and  102 . Then, the front end  142  of the rail car  20  is lowered to the ground, so that the deck  40  of the rail car  20  is accessible to a tractor  69 . Then the trailer  22  or  24  is removed from the rail car  20  using the tractor  69 . 
     In an embodiment, the method may be used for over-the-road trailers and are of the semi-trailer  24  type having extended landing gear  80 . In such cases, the method may further release the lock  60  before lowering the front end  142  of the rail car  20  to the surface  130 . The method may be reversed for loading a semi-trailer  24  on to a rail car  20  using a tractor  69 . In the case of loading of a semi-trailer, then the landing gear  80  is lowered before unhooking the tractor  69 , and the landing gear  80  may remain in a lowered configuration during rail transport. The semi-trailer  24  may be locked in place on the rail car  20  at time of lifting of the rail car  20  to return it to the track, or may be performed earlier, for example, by use of a forklift (not shown) to temporarily lift the rail car. In any event, the rail car  20  lock  60  is locked to the mating plate  68  and king pin  66  on the trailer  24 . Each rail car  20  is in turn lifted and turned to return each rail car  20  in-line with track  100  and  102  direction. 
     In an embodiment, the support members  70  may rest on the upper side  54  of the rear base  50  of the rail car  20 . In an embodiment, the curved rail section  104  and rail forming discs  120  may be utilized, all in the manner set forth above, to prepare temporary track for abrupt turning of a rail car  20 , by setting the curved rail section  104  and setting a plurality of rail forming discs  120  in spaced apart fashion to provide an abrupt angle rail direction change, spaced apart at proper distance, depending on rail width utilized on the rail line, to support said wheel set of said rail car. 
     In  FIG. 7 , further details for an embodiment of a rail car for use in transport of over-the-road trailers  24  are shown. Here, the pick-up of an over-the-road trailer by a tractor is shown, with the rail car in a lowered, trailer pickup position. In an embodiment, over-the-road trailers may utilize a locking mechanism in the form of a conventional king pin and steel mating plate for connection to a fifth wheel plate and associated clamping jaws on an over-the-road tractor. The clamping jaws snap in place around the king pin, which includes a flanged bottom in conventional fashion to insure that the king pin—and thus the trailer—cannot bounce out of the clamping jaws, for example, when rough roads are encountered. Thus, in an embodiment, a rail car may be provided with a steel mating plate with clamping jaws to lock the over-the-road trailer in securely in place during rail transport. In a method of use, the clamping jaws on the steel mating plate on the L-car may be unlocked once the train reaches the siding, and before the front of the L-car is picked up and turned. Thus, when the L-car is turned, for example as is shown in  FIG. 3 , the landing gear will support the semi-trailer in position ready for accepting a tractor for hookup. 
     In the foregoing description, numerous details have been set forth in order to provide a thorough understanding of the disclosed exemplary embodiments for novel L-car designs, and for methods of their use in rail-road intermodal freight systems. However, certain of the described details may not be required in order to provide useful embodiments, or to practice selected or other disclosed embodiments. Further, the description may include, for descriptive purposes, various relative terms such as surface, at, adjacent, proximity, near, on, onto, and the like. Such usage should not be construed as limiting. Terms that are relative only to a point of reference are not meant to be interpreted as absolute limitations, but are instead included in the foregoing description to facilitate understanding of the various aspects of the disclosed embodiments. Various components are described which may be employed alternatively, yet be included in some designs or components for use in a particular situation. Accordingly, the method(s) described herein may be utilized in whole or in part in various discrete operations, in a manner that is most helpful in a particular circumstance. However, the order of description should not be construed as to imply that such alternatives are necessarily order dependent, or that use of various components is necessarily in the alternative. Also, the reader will note that the phrase “in one embodiment” has been used repeatedly. This phrase generally does not refer to the same embodiment; however, it may. Finally, the terms “comprising”, “having” and “including” should be considered synonymous, unless the context dictates otherwise. 
     Various aspects and embodiments described and claimed herein may be modified from those shown without materially departing from the novel teachings and advantages provided by this invention, and may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. Embodiments presented herein are to be considered in all respects as illustrative and not restrictive or limiting. This disclosure is intended to cover methods and apparatus described herein, and not only structural equivalents thereof, but also equivalent structures. Modifications and variations are possible in light of the above teachings. Therefore, the protection afforded to this invention should be limited only by the claims set forth herein, and the legal equivalents thereof.