Abstract:
A system for covering a railcar includes a first set and a second set of structural members coupled to a railcar. The structural members are configured to move between a loading position, an unloading positing, and a covered position. The system includes a plurality of cover portions, each coupled to a structural member of the first set and a structural member of the second set. In the loading position, at least one of the first set and at least one of second set are proximate longitudinal sides of the railcar. In the unloading position, at least one of the first set and at least one of second set are proximate a longitudinal center line of the railcar. In the covered position, the first set are proximate the longitudinal center line of the railcar, and the second set are proximate the longitudinal sides of the railcar.

Description:
RELATED APPLICATION 
     This application claims priority from U.S. Provisional Application No. 61/648,993, filed May 18, 2012, entitled Railcar Cover. 
    
    
     TECHNICAL FIELD 
     The present disclosure is related to railroad freight cars, and more particularly to systems and methods for covering a railroad freight car, such as a coal-carrying railcar. 
     BACKGROUND 
     Uncovered railcars, particularly uncovered railcars transporting coal, present environmental and rail maintenance challenges. Communities with near-rail residential, agricultural, educational, or professional centers often have concerns about the health and environmental impact of coal dust. Additionally, companies operating railways face maintenance problems and rail bed damage caused by coal dust. 
     Existing covers include fiberglass models that are heavy and may prove cumbersome to use during loading and unloading. Other methods to control coal dust include the application of a dusting agent to loaded coal and grooming loaded coal. However, neither method may realize the containment targets set or desired by operating companies and near-rail communities. 
     SUMMARY 
     The teachings of the present disclosure relate to a system and a method for covering a railcar. In accordance with one embodiment, a system for covering a railcar includes a first set of structural members coupled to a railcar and a second set of structural members coupled to the railcar. The first set and second set of structural members are configured to move between a loading position, an unloading positing, and a covered position. The system includes a plurality of cover portions. Each cover portion of the plurality of cover portions is coupled to a structural member of the first set of structural members and a structural member of the second set of structural members. In the loading position, at least one of the first set and at least one of second set of structural members are proximate longitudinal sides of the railcar. In the unloading position, at least one of the first set and at least one of second set of structural members are proximate a longitudinal center line of the railcar. In the covered position, the first set of structural members are proximate the longitudinal center line of the railcar, and the second set of structural members are proximate the longitudinal sides of the railcar. 
     In accordance with another embodiment, a method for opening a railcar cover includes moving, between a covered position and a loading position, a first set of structural members coupled to a railcar and a second set of structural members coupled to the railcar. The railcar cover comprises a plurality of cover portions. Each cover portion of the plurality of cover portions is coupled to a structural member of the first set of structural members and a structural member of the second set of structural members. In the loading position, at least one of the first set and at least one of second set of structural members are proximate longitudinal sides of the railcar. In the covered position, the first set of structural members are proximate a longitudinal center line of the railcar, and the second set of structural members are proximate the longitudinal sides of the railcar. 
     Technical advantages of particular embodiments may include providing a railcar cover effective at containing dust from coal and other materials transported by rail. Another technical advantage of particular embodiments is the reduced weight of the railcar cover in comparison to conventional covers. The reduced weight of the cover may allow a rail operator to increase the weight of the railcar cargo. An additional technical advantage of various embodiments is the ability of the cover to open into at least two unique positions, thereby providing an open position suitable for loading by a machine such as a coal tipple as well as an open position suitable for unloading by a machine such as a rotary dumper. Another technical advantage of certain embodiments is the improved aerodynamics of transporting loaded or unloaded railcars. 
     Other technical advantages will be readily apparent to one of ordinary skill in the art from the following figures, descriptions, and claims. Moreover, while specific advantages have been enumerated above, various embodiments may include all, some, or none of the enumerated advantages. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A more complete understanding of particular embodiments will be apparent from the detailed description taken in conjunction with the accompanying drawings in which: 
         FIGS. 1A and 1B  illustrate railcar cover systems in accordance with particular embodiments; 
         FIG. 2  illustrates a railcar cover system, in accordance with particular embodiments; 
         FIGS. 3A-3B  illustrate a railcar cover system configured in an open position in accordance with particular embodiments; 
         FIGS. 3C-3D  illustrate a railcar cover system configured in an open position in accordance with particular embodiments; 
         FIG. 3E  illustrates a railcar cover system configured in an open position in accordance with particular embodiments; 
         FIG. 3F  illustrates a railcar cover system configured in an open position in accordance with particular embodiments; 
         FIGS. 4A and 4B  illustrate a portion of a railcar cover system in accordance with particular embodiments; 
         FIG. 5  illustrates a contact point in a railcar cover system in accordance with particular embodiments; 
         FIG. 6  illustrates a mechanism for opening and closing a railcar cover system in accordance with particular embodiments; 
         FIG. 7  illustrates a perspective view of a railcar cover system in accordance with particular embodiments; 
         FIG. 8  illustrates another mechanism for opening and closing a railcar cover system in accordance with particular embodiments; and 
         FIGS. 9A and 9B  are flow charts illustrating methods for using railcar cover systems in accordance with particular embodiments. 
     
    
    
     DETAILED DESCRIPTION 
       FIGS. 1A ,  1 B,  2 ,  3 A,  3 B,  3 C,  3 D,  3 E, and  3 F illustrate railcar cover systems in accordance with particular embodiments.  FIG. 1A  illustrates railcar cover system  100  comprising railcar  10 , inner levers  20 , outer levers  30 , inner structural members  40 , outer structural members  50 , and cover portions  60 . Railcar  10  comprises short sides  12 , long sides  14 , and top chord  16 .  FIG. 1B  also illustrates these elements. In addition,  FIG. 1B  illustrates rod portions  70 , inner lever ends  20   a  and  20   b , and outer lever ends  30   a  and  30   b . Also illustrated are directional arrows  90  and  92 . 
     Two inner levers  20  and two outer levers  30  are located at each short side  12  of railcar  10 . At inner lever end  20   a , each inner lever  20  is coupled to an inner structural member  40 . Inner structural members  40  extend in a plane generally perpendicular to inner levers  20  and run generally parallel to long sides  14  of railcar  10 . At outer lever end  30   a , each outer lever  30  is coupled to an outer structural member  50 . Outer structural members  50  extend in a plane generally perpendicular to outer levers  30  and run generally parallel to long sides  14  of railcar  10 . 
     Cover portions  60  are each coupled to one inner structural member  40  and one outer structural member  50  such that cover portions  60  may extend between the structural members to provide a canopy above railcar  10 . Rod portions  70  assist cover portions  60  in retaining a desired shape when extended between the inner and outer structural members. In particular embodiments, a cover portion may comprise fabric, nylon, plastic, or any suitable material, or any combination of suitable materials. In certain embodiments, cover portions may or may not comprise rod portions. In various embodiments, inner and outer structural members may be as long, nearly as long, or longer than the railcar, or may be of any suitable length. Likewise, cover portions may be of any satisfactory length. Utilizing structural members and cover portions of varying lengths may allow the application of a railcar cover system to railcars of varying lengths. 
     Inner levers  20  and outer levers  30  pivot generally about ends  20   b  and  30   b  respectively. This allows each end  20   a  of inner levers  20  to move from the illustrated position above the railcar toward top chords  16  of long sides  14  in the respective directions of arrows  90 . Pivoting also allows each end  30   a  of outer levers  30  to move from the illustrated position near top chords  16  of long sides  14  in the respective directions of arrows  92  toward the position generally above the railcar. In various embodiments, inner and outer levers may pivot about any suitable point. 
       FIG. 2  illustrates railcar cover system  200  comprising railcar  210 , insert  213  with tracks  215 , top chord  216 , inner structural members  240 , outer structural members  250 , rollers  252 , cover portions  260 , and rod portions  270 . Also illustrated are directional arrows  290  and  292 . 
     Insert  213  is coupled to railcar  210  near top chord  216 . Insert  213  includes tracks  215  which allow for movement of various components of system  200 . Insert  213  may be permanently coupled to railcar  210  or may be removable. In various embodiments, insert  213  may be added to existing railcars. Although not illustrated here, in certain embodiments, a second insert may be positioned at the opposite end of railcar  210 . In various embodiments, an insert or inserts may be eliminated and components may be coupled directly to railcar  210 . 
     Inner structural members  240  are positioned near the middle of railcar  210  and coupled to insert  213 . Outer structural members  250  are positioned along the long side of railcar  210  and are also coupled to insert  213 . In various embodiments, inner structural members  240  and outer structural members  250  may be cables, ropes or straps. As inner structural members  240  and outer structural members  250  extend from one insert  213  to the other, the members may be pulled taut. For example, in embodiments where inner and outer structural members  240  and  250  are cables, each cable may be drawn relatively tightly between the inserts, such that there is little or no slack in the cables. 
     Cover portions  260  are each coupled to one inner structural member  240  and one outer structural member  250  such that cover portions  260  may extend between the structural members to provide a canopy above railcar  10 . In comparison to system  100 , described in conjunction with  FIGS. 1A and 1B , cover portions  260  in system  200  may create a flatter cover that includes less of an upward angle between outer structural members and inner structural members. Similar to system  100 , cover portions  260  may comprise fabric, nylon, plastic, or any suitable material or materials to cover railcar  210 . Rod portions  270  assist cover portions  260  in retaining a desired shape when extended between inner and outer structural members  240  and  250 . In some embodiments, cover portions  260  may not include rod portions  270 , or may include fewer rod portions than illustrated. 
     Inner structural members  240  and outer structural members  250  may move within railcar  210 . For example, at the ends of inner structural members  240  and outer structural members  250 , each are coupled to inserts  213  and at the point of coupling, the members may move along tracks  215 . This may allow inner structural members  240  to move away from the center of railcar  210  in the direction of arrows  290  and/or may allow outer structural members  250  may move toward the center of railcar  210  in the direction of arrows  292 . 
     In various embodiments, cover portions  260  may rest on coal being transported in railcar  210 . Rollers  252  may be coupled to inner structural members  240  and/or outer structural members  250 . As inner structural members  240  or outer structural members  250  move along tracks  215 , rollers  252  may help system  200  roll over the underlying coal heap. In certain embodiments, there may be multiple rollers  252  along some or all of the system&#39;s structural members. Rollers  252  may be made from rubber, plastic, or any suitable material. In particular embodiments, cover portions  260  may be coupled to rollers  252  or cover portions  260  may be coupled to structural members outside the footprint of rollers  252 . 
     System  200  may provide for a reduction in weight, which may correspond to improvements in various economic indicators for a railcar operator. System  200  may also provide various operational and environmental benefits, including, for example, preventing coal dust for leaving railcar  210  while maintaining a low-profile, aerodynamic profile. 
       FIGS. 3A and 3B  illustrate railcar cover system  100  configured in an open position in accordance with particular embodiments. From the closed position illustrated in  FIGS. 1A and 1B , inner levers  20  pivot such that ends  20   a  move from above railcar  10  toward top chords  16  of long sides  14 . As this movement occurs, cover portions  60  fold in on themselves, so as to open the railcar cover system. This positioning of inner levers  20  causes cover portions  60  to hang below inner structural members  40  and outer structural members  50  into railcar  10 , generally below top chords  16  of long sides  14 . 
     Positioning railcar cover system  100  in this manner allows the center portion of railcar  10  to remain open which may facilitate loading of coal, grain, or other material suitable for transport by railcar. For example, in particular embodiments used in conjunction with coal transport, a coal loading tipple dips down into a railcar to load the car with coal from above. Thus, the center portion of a railcar&#39;s interior must be free of obstruction during the loading process. Further, this positioning may allow the cover portions to reduce blow back that may occur during loading of the railcar. For example, in certain embodiments, cover portions may reduce coal dust blown up out of the railcar during coal loading from a coal loading tipple. 
       FIGS. 3C and 3D  illustrate railcar cover system  100  configured in an open position in accordance with particular embodiments. From the closed position illustrated in  FIGS. 1 and 2 , outer levers  30  pivot such that ends  30   a  move from near top chords  16  of long sides  14  toward a position generally above the center of railcar  10 . As this movement occurs, cover portions  60  fold in on themselves, so as to open the railcar cover system. This positioning of outer levers  30  causes cover portions  60  to hang below inner structural members  40  and outer structural members  50 . 
     Positioning railcar cover system  10  in this manner allows the side portions of railcar  10  to remain unobstructed, which may facilitate loading and unloading of coal, grain, or other material suitable for transport by railcar as it allows the portions of railcar  10  along top chords  16  on long sides  14  to remain open and unobstructed. This positioning may improve the ease with which the railcar is unloaded. For example, in particular embodiments used in conjunction with coal transport, rotary dumping, as described previously, may be employed. Positioning railcar cover system  100  in an open configuration as illustrated in  FIGS. 3   c  and  3   d  may allow coal to be unloaded by a rotary dumper or other mechanism that unloads coal by partially or fully overturning a railcar. In various embodiments, cover portions may not extend into the railcar or may extend to any suitable length in the railcar. 
       FIG. 3E  illustrates railcar cover system  200  configured in an open position in accordance with particular embodiments. From the closed position illustrated in  FIG. 2 , inner structural members  240  move along tracks  215   a  from the middle of railcar  210  toward top chords  216  in the direction of arrows  290 . As this movement occurs, cover portions  216  fold in on themselves, so as to open the railcar cover system. This positioning of inner structural members  240  causes cover portions  260  to hang below inner structural members  240  and outer structural members  250  downward into railcar  210 , generally below top chords  216 . 
     Similar to the configuration described in conjunction with  FIGS. 3A and 3B , positioning railcar cover system  200  in this manner, allows the center portion of railcar  216  to remain open, which may facilitate loading of the railcar for transport. For example, as described previously, clearing the middle of a railcar may better facilitate coal loading via a coal loading tipple. Positioning cover portions  260  at the sides of railcar  210  may also reduce blow back created by the loading process. 
       FIG. 3F  also illustrates railcar cover system  200  configured in an open position in accordance with particular embodiments. From the closed position illustrated in  FIG. 2 , outer structural members  250  move along tracks  215   b  from a position near top chords  216  toward the middle railcar  210  in the direction of arrows  292 . As this movement occurs, cover portions  216  fold in on themselves, so as to open the railcar cover system. As illustrated in  FIG. 2 , the two halves of system  200  overlap slightly in the middle. Therefore, in some embodiments, inner structural members  240  may move a short distance away from the middle of railcar  210  in the direction of arrows  290 . This positioning of inner structural members  240  causes cover portions  260  to hang below inner structural members  240  and outer structural members  250  downward into railcar  210 , generally below top chords  216 . 
     Similar to the configuration described in conjunction with  FIGS. 3C and 3D , positioning railcar cover system  200  in this manner, allows the side portions of railcar  210  to remain unobstructed, which may better facilitate loading and unloading of the railcar for transport. For example, as described previously, in various embodiments used in conjunction with rail transport, rotary dumping may be employed. Positioning railcar cover system  200  in an open configuration as illustrated in  FIG. 3F  may allow coal to be more easily unloaded by a rotary dumper or other mechanism that unloads coal by partially or fully overturning a railcar. In some embodiments, cover portions may not extend into railcar  210  or may extend to any suitable length in the railcar. 
     Conventional railcar covers often include two halves that each pivot on the top chord of the long side of a railcar. Conventional covers may also include a “clam” type cover that obstructs the long side of a railcar and various solid fiberglass one piece and two piece covers that similarly obstruct one or both of the long sides of a railcar. Railcars are increasingly unloaded using rotary dumpers. Rotary dumpers may utilize clamps to grasp a railcar along the long side top chord before partially or fully overturning the car. Rotary dumpers may also use machinery that abuts a long side of a railcar before similarly partially or fully overturning the car. Thus, these conventional railcar covers with components that obstruct the long side wall may impede or prevent the use of rotary dumpers. Various embodiments of the present disclosure may overcome the challenge of leaving the long sides of railcars unencumbered, thus making rotary dumping both possible and easier. 
     Other conventional railcar covers rely on a covering system that may not impede rotary dumping by utilizing a cover that does not need to be removed prior to unloading. These railcar covers utilize a slatted cover, with slats that can pivot open when a railcar is turned partially or completely over during a rotary dump. Certain embodiments may also improve upon this design by eliminating any slats or other small exit openings that may obstruct the path of exiting materials and prevent large items, like solid or frozen chunks, from successfully exiting the car. 
     Various embodiments further improve upon conventional covers by significantly reducing the weight associated with fiberglass or other solid covers. Rail operators may not exceed established weight limits on tracks. Therefore, clam like and other solid covers may constitute a significant weight penalty that the present embodiments may avoid. 
       FIGS. 4A and 4B  illustrate a portion of a railcar cover system in accordance with particular embodiments.  FIGS. 4A and 4B  illustrate a railcar cover system  400  comprising inner levers  420 , inner structural members  440 , cover portions  460 , and cover stoppers  480 . Cover portion  460  comprises fabric portion  462 , slots  464 , and rod portions  466 . As illustrated in  FIG. 4A , inner structural member  440  comprises track portion  442  and cover portion  460  additionally comprises hinge pin  468  and reinforcing portion  469 . 
     Cover portion  460  includes slots  464  within fabric portion  462  configured such that rods  466  may run inside them. Slots  464  run generally parallel to inner structural members  420 , which are similar to the inner structural members described in conjunction with  FIGS. 1A and 1B . Slots  464  are spaced at generally equal intervals, approximately eight to ten inches apart. Rod portions  466  comprise a nylon rod, approximately three-eighths of an inch in diameter. In various embodiments, slots suitable for rod portions may occur at closer, farther, or irregular intervals. Utilizing one or more rod portions may reduce fluttering of the fabric portion during rail transit. 
     In certain embodiments, the rod portion will comprise one continuous nylon rod that stretches the length of the railcar cover. In various embodiments, the rod portion may comprise several individual rods abutting each other within a rod slot. Further, in various embodiments the fabric portion may contain empty rod slots, as rods need not be inserted for some railcar cover systems to function. In certain embodiments of the railcar cover system that utilize an end section similar to that illustrated in  FIG. 7 , the cover portions may comprise rod portions only in the fabric portion of the railcar cover that runs generally parallel to the long side of the railcar and not in the fabric portion of the cover that bends inward toward the inner structural members, or the cover portions may comprise rod portions throughout. 
     In various embodiments, rod portions may taper near the end of the railcar cover or in any suitable place. In certain embodiments, the rod portion may have a diameter greater or smaller than three-eighths of an inch, or a diameter of any suitable measurement. In particular embodiments, the rod portion may be plastic, metal, a natural material (e.g. bamboo or cane), or any suitable material. In certain embodiments, the fabric portion may comprise a slot within the material of the fabric portion or the rod portion may be fastened to the exterior of the fabric portion. In particular embodiments, rod portions may be fastened to the fabric portion facing the interior of the railcar or the side facing the exterior environment. In certain embodiments, the fabric portion may itself comprise hardened sections, similarly sized and spaced to the illustrated exemplary rod portions, thus making the addition of a rod portion unnecessary. 
     In various embodiments, the fabric portion of the railcar cover may comprise a single layer or multiple layers of material. Each layer of a multi-layered fabric may provide unique or advantageous properties. For example, a top layer may be water proof or water resistant, while a bottom layer may resist dust collection. Alternately, a single layer cover may have unique functionalities on each side due to its construction or treatment. In particular embodiments, the cover portions may comprise ballistic nylon, ballistic nylon with a neoprene coating, ballistic nylon with a hypalon coating or chlorosulphonated polyethylene (CSM) coating, any hypalon, neoprene, or CSM coated fabric, any suitable fabric, or any suitable non-fabric material. The fabric selected in various embodiments may be fully or partially resistant to water, abrasion, high temperatures, oxidation, ozone, sunlight, fire, chemicals (e.g., acids, oils, or greases), dust, or some combination of all or some of these characteristics. In certain embodiments, the fabric portion of a cover may be one continuous piece of fabric. In various embodiments, the fabric portion may be multiple pieces of fabric fastened together. And in particular embodiments, the fabric portion may be composite strips fastened together at the location of a rod portion or in any suitable location. 
     In the embodiment illustrated in  FIG. 4   a , track portion  442  of inner structural member  420  is c-shaped, which may facilitate coupling of the cover portion  460  and structural member  440  by allowing the insertion of hinge pin  468  into track portion  442 . Reinforcing portion  469  is fastened to the edge of cover portion  460  and may strengthen the coupling point. In particular embodiments, the reinforcing portion may extend a greater or lesser distance from the hinge pin portion onto the fabric portion. In various embodiments, the fabric portion may surround the hinge pin portion without a reinforcing portion. Coupling the cover portion to the structural member by using a hinge pin and track portion may provide a lower-weight solution than other means of coupling, fastening, or affixing the cover. In certain embodiments, a track portion of a structural member may be t-shaped, rectangular-shaped or any suitable shape, and a hinge pin portion may be t-shaped, rectangular-shaped, or any suitable shape. In various embodiments, a structural member comprising a track portion may be otherwise solid, hollow, or of any suitable density. In various embodiments, both inner and outer structural members will comprise track portions suitable for coupling a cover portion. 
     In certain embodiments, cover portions may be coupled to inner and outer structural member in an suitable way. For example, as illustrated in  FIG. 4   b , cover portions  460  are fastened to inner structural members  440  such that cover portions  460  overlap an upper portions of each structural member  440 . In various embodiments, any suitable fastener or adhesive or both may be used to attach cover portions to structural members. 
     In the illustrated embodiments, cover stoppers  480  are affixed to inner structural members  420 . When inner structural members  420  are positioned above the interior of the railcar such that the cover is in a closed position or in an open position suitable for unloading, cover stoppers  480  may make contact with each other. Cover stoppers may comprise rubber or any suitable material. In various embodiments, structural members or cover stoppers may comprise an attachment mechanism that allows the two inner structural members to remain attached during transit or at other suitable times. Cover stoppers may help protect inner structural members from damage incurred during transit, unloading, or the opening and closing of the inner structural members, which require configurations similar to those described in conjunction with  FIGS. 1 ,  2 ,  3   a , and  3   b . As the contact point between inner structural members in some embodiments, cover stoppers may bear any associated wear and tear and may be more easily removed and replaced than inner structural members. 
     In embodiments utilizing the configuration disclosed in conjunction with  FIG. 2 , the cover portions may be similarly attached to the inner and outer structural members. For example, in some embodiments, a cover portion may be coupled to a cable inner structural member as illustrated in  FIG. 4A  or  4 B. In various embodiments, a cover portion be coupled to a structural member by including a fabric slot at the edge of the cover portion through which a cable inner structural member may be pulled. Additionally or alternately, the cable may be sewn into place in various embodiments. 
       FIG. 5  illustrates a contact point in a railcar cover system in accordance with particular embodiments. Railcar cover system  500  comprises railcar  510 , top chord  516 , outer structural member  550 , and gasket  580 . Particular embodiments may utilize none, one, two, or any suitable number of gaskets, spaced regularly or irregularly down the length of structural member  550 . In certain embodiments, gaskets may comprise rubber or any suitable material. Utilizing gaskets may assist in preventing damage to an outer structure member when it is touching or near the top chord of a railcar. 
       FIG. 6  illustrates a mechanism for opening and closing a railcar cover system in accordance with particular embodiments. Railcar cover system  600  comprises railcar  610 , interior inner levers  622 , inner structural members  640 , outer structural members  650 , cover portions  660 , inner pivoting nuts  670 , inner acme threaded rod  672 , outer pivoting nuts  680 , and outer acme threaded rod  682 . Inner and outer pivoting nuts  670  and  680  comprise inner levers  620  with ends  620   a  and outer levers  630  with ends  630   a , respectively. Rail car  610  comprises short sides  612 , long sides  614 , and top chord  616 . Also illustrated are directional arrows  690  and  692 . 
     In the illustrated embodiment, inner levers  620  and outer levers  630  are configured such that cover portions  660  create a canopy over railcar  610 , similar to the cover portions described in conjunction with  FIGS. 1 and 2 . Rotating acme threaded rod  682  will cause rotation of outer pivoting nuts  680 , which will result in movement of outer levers  630 . More specifically, it will result in the movement of ends  630   a  and structural members  650  in the respective directions of arrows  692 , such that cover portions  460  would be in an open position suitable for unloading, similar to the cover portions described in conjunction with  FIG. 3   b.    
     Similarly, rotating acme threaded rod  672  will cause rotation of inner pivoting nuts  670 , which will result in movement of inner levers  620 . More specifically, it will result in the movement of ends  620   a  and structural members  640  in the respective directions of arrows  690  toward top chord  616 , such that cover portion  660  would be in an open position suitable for loading, similar to the cover portions described in conjunction with  FIG. 3   a.    
     Interior inner levers  622  provide support for inner structural members  640  during this movement. The configuration and position of interior inner levers  622  ensure that the railcar&#39;s interior center section remains clear for unloading and ensure that the interior side sections remain clear for unloading. In certain embodiments, there may be no interior levers, one pair, multiple pairs, or multiple un-paired levers configured in any suitable manner inside a railcar. In embodiments with interior levers, they may support inner structural members, outer structural members, or both. In various embodiments, interior inner levers may have an independent movement mechanism to facilitate movement, while in particular embodiments, interior inner levers may rely on a movement mechanism or movement mechanisms associated with other system levers for directional movement. 
     Various embodiments may utilize a worm drive or any suitable gear mechanism to move inner levers  620  and outer levers  630 . Various embodiments may include these components at one or both short sides of railcar. In particular embodiments, the railcar cover system will powered by electric, pneumatic, or hydraulic power, any combination of these power sources, or any available power source. A worm drive, or any suitable mechanism to move inner levers SS and outer levers SS, may allow a railcar cover system to be opened and closed without manual assistance. This may permit a railcar cover system to be operated remotely or automatically or both, which may serve to facilitate easier or less-labor intensive unloading and loading. In certain embodiments, a movement mechanism and other components of a railcar system may be configured such that they can be easily used by any existing railcar. This may occur, for example by coupling all components of the system to two shelf-like components that could rest or attach to opposing top chords. 
       FIG. 7  illustrates a perspective view of a railcar cover system in accordance with particular embodiments. Railcar cover system  700  comprises railcar  710 , inner levers  720 , outer levers  730 , inner structural members  740 , outer structural members  750 , and cover portions  760 . Inner structural members  740  comprise top portions  742 , angular portions  744 , perpendicular portions  746 , and barrier portions  748 . Railcar  710  comprises short sides  712 , long sides  714 , and top chord  716 . Also illustrated are drive components  780 , threaded rods  782 , and coupling nuts  784 . 
     Coupling nuts  784  are coupled to inner levers  730  and outer levers  740  respectively. Rotation of threaded rods  782  by drive components  780  will cause coupling nuts  784  to move along threaded rods  782 . Thus, when threaded rods  782  are rotated such that coupling nuts  784  move, inner and outer levers  730  and  740  may be positioned so as to allow for transport, loading, and unloading, similar to the embodiments discussed in conjunction with  FIGS. 1 ,  2 ,  3   a , and  3   b . In various embodiments, drive components  780  may be operated such that inner levers and outer levers are moved simultaneously or independently and may be powered by any suitable source. Drive components  780 , threaded rods  782 , and coupling nuts  784  provide an alternative movement mechanism to the mechanism described in conjunction with  FIG. 6 . In various embodiments, other suitable movement mechanisms may be utilized. 
     Top portions  742  of inner structural members  740  extend generally parallel to long sides  714  of railcar  710 , generally above the longitudinal center of the railcar. Angular portions  744  create acute angles with top portions  742  as they extend toward a short side  712  of railcar  710 . Perpendicular portions  746  create approximate right angles with top portions  742  as they extend toward the interior of railcar  710 . A top portion, angular portion, and perpendicular portion combine to create a triangular shape near each end of an inner structural member. Within this triangular section, barrier portions  748  are coupled to the top, angular, and perpendicular portions. In particular embodiments, structural member portions may be configured to create any suitable shape. Various embodiments may employ inner structural members with the top, angular, and perpendicular portion configuration near one of both short ends of the railcar. In certain embodiments, the angular and perpendicular portions may be located at any suitable location along the top portion. Various embodiments will employ a barrier portion comprising fabric, plastic, metal, any suitable material, or any combination of these materials. In certain embodiments, the structural members may comprise aluminum composite material, metal, plastic, resin, a composite material, or any suitable material. In various embodiments, barrier portions may improve the structural integrity of the railcar cover system. Embodiments that utilize the barrier portion configuration may allow for additional flexibility in configuring cover portions and may improve the aerodynamic properties of the railcar cover system during transport. 
     Cover portions  760  extend between inner structural members  740  and outer structural members  750 . Each cover portion is coupled to an inner structural member  760  along angular portion  744  such that the cover portion bends inward near each short side  412  of railcar  710 . This configuration allows cover portions  760  to create a canopy that more fully encloses railcar  710 . Providing a railcar cover that more effectively creates a covering canopy over the entire interior of the railcar, including over the portions at an end or ends of the car, may reduce dust deposits outside the railcar during transport. In addition, this configuration may improve the aerodynamics of loaded railcars during transport and may also improve the aerodynamics of unloaded cars during transport by reducing the drag associated with empty railcars. 
       FIG. 8  illustrates another mechanism for opening and closing a railcar cover system in accordance with particular embodiments. Railcar cover system  800  comprises insert  813  with tracks  815 , inner structural members  840 , outer structural members  850 , cover portions  860 , and drive motors  881 . Also illustrated are direction arrows  890  and  892 . 
     In the illustrated embodiment, insert  813  is configured to be coupled to a railcar (not illustrated). Cover portions  860  extend between inner structural members  840  and outer structural members  850  to create a canopy, which may be used to cover goods, such as coal, during transport in a railcar. Activating drive motor  881   a  will move inner structural members  840  in tracks  815   a  toward the ends of insert  813  in the direction of arrows  890 . Using drive motor  881   a  to move inner structural members  840  may allow system  800  to be configured in an open position, including, for example, positions similar to the positions described in conjunction with  FIGS. 3E and 3F . Activating drive motor  881   b  will more outer structural members  850  in tracks  815   b  toward the middle of insert  813  in the direction of arrows  892 . Using drive motor  881   b  to move outer structural members  850  may allow system  800  to be configured in an open position, including for example, a position similar to the position described in conjunction with  FIG. 3F . In particular embodiments, a single mechanism may control all structural members. In other embodiments, each structural member may be controlled by a corresponding mechanism. 
     In various embodiments, any suitable drive mechanism may be used to move inner structural members  840  and outer structural members  850  in tracks  815  so as to open or close system  800 . For example, various mechanical devices may be used. In certain embodiments, a mechanism may rely on any suitable power source, including, for example, electric, pneumatic, or hydraulic power sources. 
     Certain embodiments of system  800  may include a single cover portion that extends between two structural members across approximately the entirety of a railcar. In these embodiments, a drive mechanism may move either structural member to any point along a track or tracks that span the entire width of a railcar. 
       FIG. 9A  is a flow chart illustrating a method for using a railcar cover system in accordance with particular embodiments. The method begins at step  900   a  where the railcar cover system is opened, such that the ends of the inner and outer levers are both positioned near the top chords of the long sides of the railcar, similar to the position described in conjunction with  FIG. 3A . At step  910   a , the railcar is loaded. The loading may occur through any suitable means, for example by using a coal tipple to load coal into the railcar. 
     At step  920   a , the railcar cover is closed such that the ends of the inner levers are positioned above the center of the rail car and the ends of the exterior levers are positioned near the top chords of the long side of the rail car, similar to the configurations illustrated in  FIGS. 1A and 1B . At step  930   a , the loaded railcar travels to a destination, transporting the contents of the car. 
     At step  940   a , the railcar cover is opened such that the ends of the inner levers and outer levers are position above the center of the railcar, similar to the configuration described in conjunction with  FIG. 3B . At step  950   a , the railcar is unloaded. Unloading may occur, for example, by using a rotary dumper to tip and empty the railcar. 
       FIG. 9B  is a flow chart illustrating another method for using a railcar cover system in accordance with particular embodiments. The method begins at step  900   b  where the railcar cover system is opened, such that the inner structural members and outer structural members are both positioned near the top chords of the long sides of the railcar, similar to the position described in conjunction with  FIG. 3E . In various embodiments, this may occur by moving inner structural members along tracks located in inserts at the short ends of a railcar. In particular embodiments, inner structural members may be cables that run between these inserts. Cover portions may be coupled to the cable inner structural members. 
     At step  910   b , the railcar is loaded. The loading may occur through any suitable means, for example by using a coal tipple to load coal into the railcar. 
     At step  920   b , the railcar cover is closed such that the inner structural members are positioned above the center of the rail car and the outer structural members are positioned near the top chords of the long side of the rail car, similar to the configurations illustrated in  FIGS. 1A and 1B . 
     At step  930   a , the loaded railcar travels to a destination, transporting the contents of the car. 
     At step  940   a , the railcar cover is opened such that the ends of the inner levers and outer levers are position above the center of the railcar, similar to the configuration described in conjunction with  FIG. 3F . In various embodiments, this may occur by moving outer structural members along tracks located in inserts at the short ends of a railcar. In particular embodiments, outer structural members may be cables that run between these inserts. Cover portions may be coupled to the cable outer structural members. In various embodiments, inner structural members may also be moved as described in conjunction with  FIG. 3F . 
     At step  950   b , the railcar is unloaded. Unloading may occur, for example, by using a rotary dumper to tip and empty the railcar. 
     Some of the steps illustrated in  FIGS. 9A and 9B  may be combined, modified, or deleted where appropriate, and additional steps may also be performed in any suitable order without departing from the scope of the invention. 
     Although the present invention has been described in detail with reference to particular embodiments, it should be understood that various other changes, substitutions, and alterations may be made hereto without departing from the spirit and scope of the present invention. For example, although particular embodiments of the disclosure have been described with reference to a number of elements included in a railcar cover, these elements may be combined, rearranged or positioned in order to accommodate particular covering requirements or needs. Various embodiments contemplate great flexibility in the railcar cover and its components. Additionally, while some embodiments are described with respect to a railcar cover, particular embodiments may be used cover any open-topped transport container.