Patent Publication Number: US-8534201-B2

Title: Multiple track railroad system

Description:
This application claims the benefit of U.S. patent application Ser. No. 11/446,083 filed Jun. 2, 2006, the complete disclosure of which is hereby expressly incorporated by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     The present invention relates to a railroad system and, in particular, to a railroad system that utilizes multiple tracks. 
     The railroad industry has a long history of being one of the most cost-effective means to transport goods across landmasses. Most railroad systems employ two sets of parallel railroad tracks. Each set of tracks consists of a pair of parallel rails that are set apart at a fixed distance of approximately five feet. The rails in a set are connected to one another by railroad ties, which are typically rectangular lengths of treated wood placed beneath the rails and transverse thereto. The rails are affixed to the ties using steel spikes. The two sets of tracks are laid parallel to one another at approximately the same elevation so that the inner rails of each set are at a distance of approximately 8½ feet from one another. 
     The tracks are typically utilized by trains, wherein one set of tracks is used for trains traveling in one direction and the other set of rails is used for trains traveling in the opposite direction. Trains typically consist of one or more powered engines coupled together at the front of the train pulling a′multiplicity of cars, which may include box cars, tanker cars, flatbed cars, bin cars, passenger cars, etc., that are aligned in a single row and coupled together. Each car rides on a set of car-trucks that include a plurality of wheels riding on and rolling along one of the sets of tracks. 
     Such trains can carry a significant load of cargo; however, it would be possible to carry even more cargo in a more cost-effective manner if a multiple track railroad system were employed having trains that span and utilize both sets of tracks. Of course, specific technical features (such as a means to compensate for adjustment in the distance or heights between the sets of parallel tracks) not required on trains that run on a single set of tracks will be required for trains that run on both sets of tracks. 
     U.S. Pat. No. 722,436 to Suppan et al. discloses a truck for transport of ships. The truck disclosed by Suppan is supported on and runs on pairs of wheels running on two sets of parallel tracks. 
     U.S. Pat. No. 772,482 to Thomson discloses a tank for carrying a boat. The tank is supported by wheels running on a rail track. The embodiment depicted shows the rail tracks having four longitudinal rails and a central rail standing higher than the other rails and adapted to guide the tank and wheel frames transversely. 
     U.S. Pat. No. 1,392,523 to Pereire et al. discloses a large capacity railway carriage mounted on a plurality of bogie trucks and designed to travel on a plurality of railroad tracks. In one embodiment, eight bogie trucks are used with four bogie trucks on each of two sets of tracks. 
     U.S. Pat. No. 1,634,490 to Collis discloses a railway train with cars of such width that two lines of track are required for their support (i.e., lines of tracks with two rails each where normally one line is for a train traveling in one direction and the other line is for a train traveling in the opposite direction). The car disclosed by Collis has a width of twenty-one feet and four inches, instead of the customary eight feet and nine inches. For passengers, the car includes six longitudinal rows of seats instead of the customary two rows of seats. 
     U.S. Pat. No. 2,234,522 to Fleet et al. discloses a rail car spanning two sets of tracks for carrying and launching an airplane. Several embodiments are discussed by Fleet et al. for the purpose of accommodating deviations in the distance between the tracks. One embodiment includes a connecting rod and lever arm connecting tension links in side-by-side rail trucks. In another embodiment, the tracks are connected by a pair of connecting rods pivotally connected to a compensating lever. 
     U.S. Pat. No. 2,246,716 to Bottrill discloses a mobile landing platform for an airplane. The landing platform is supported by two automotive railway cars that are attached and secured to one another with cross beams so that the cars are side by side on a double-track railroad. 
     U.S. Pat. No. 3,902,433 to Borchert et al. discloses a large volume railway car for movement on a four-rail track in which each end of the railway car is provided with two parallel interconnected bogies having two or more axles. The bogie pairs are interconnected to one another by a common bridge. The wheel sets of the bogies have wheel rims arranged on the outer sides of each pair of tracks on which the bogie is riding to keep the bogies on the track rails. 
     U.S. Pat. No. 5,295,442 to Carpenter discloses a multiple track railroad system having a greater than standard width to span adjacent parallel tracks. The railroad track system in Carpenter is designed to ride on standard wheel trucks on each of the parallel tracks. Carpenter discloses laterally spaced apart and coupled conventional engines to pull the cars, and an interconnection between the laterally spaced locomotives is provided to enable the train to be operated by a single crew in the cab of one locomotive. Carpenter also discloses a single locomotive spanning two adjacent parallel tracks, and couplings are provided to enable conventional cars to be coupled to wider cars. 
     U.S. Pat. No. 5,802,981 to Kassab discloses a railway vehicle having 12 wheel and axle assemblies grouped into six two-axle assemblies. Three truck assemblies are mounted on each of two span bolsters, which in turn are mounted on opposite ends of the railway vehicle. The truck assemblies are rotatably mounted to the span bolster and the span bolster is rotatably mounted to the railway vehicle. 
     SUMMARY OF THE INVENTION 
     In one embodiment of the present invention, a multiple track railroad system is provided for use with two adjacent sets of parallel continuous tracks with the tracks having a distance therebetween and each set of tracks including two continuous rails having a distance therebetween. The railroad system includes an engine for pulling a train that has a set of wheels riding on at least two of the rails, and the engine has a width equal to at least one set of the tracks. The railroad system also includes at least one rail car connected to and propelled by the engine, wherein the rail car spans and extends beyond the outer rails of both sets of tracks. The railroad system further includes at least four car-trucks supporting the rail car, with two of the car-trucks on each of the sets of tracks, and each car-truck includes at least four wheels, with two wheels each riding on opposing rails of a set of the tracks; and trundle carrier assemblies, one each mounted to a bolster on each of the car-trucks with the upper end of the carrier assemblies being attached to the rail car to permit the car-trucks to move vertically or horizontally transverse on the tracks relative to the rail car to accommodate variations in the elevation or distance between the tracks. 
     The trundle carrier assemblies may include a trundle body and a trundle pin inserted in and movable relative to the trundle body. The trundle bodies may include a cavity open to a surface thereof. The trundle carrier assembly may include a lower trundle socket mounted to the bolster, and the trundle stud pin may be attached to and extend from the lower trundle socket. 
     The multiple track railroad system may further include a trundle ball interposed between the trundle body and the trundle stud pin in the cavity. The trundle ball may include a base and an elliptical extension. The trundle ball may also include a recess extending from the base into the elliptical extension for receipt of the trundle stud pin. The trundle stud pin can fit snugly in the recess of the trundle ball; however, there is sufficient clearance between the elliptical extension and the walls of the cavity of the trundle body to permit relative movement between the trundle ball and the trundle body. The cavity of the trundle body may include an elliptical portion having a diameter greater than the diameter of the cavity opening. The trundle body can be comprised of two halves that are mounted about the elliptical extension of the trundle ball. 
     The multiple track railroad system may include a suspension bridge having a dome-shaped structure supporting a deck holding a portion of the multiple track railroad system. The deck of the bridge may have at least two levels of multiple track railroad systems. 
     It is another feature of the present invention to provide an embodiment of a multiple track railroad system for use with two adjacent sets of parallel continuous tracks, with the tracks having a distance therebetween and each set of tracks including two continuous rails having a distance therebetween, wherein the railroad system includes an engine for pulling a train, wherein the engine has a set of wheels riding on at least two of the rails, the engine having a width equal to at least one set of the tracks; at least one rail car connected to and propelled by the engine, the rail car spanning and extending beyond the outer rails of both sets of tracks; and at least four car-trucks supporting the rail car, with two of the car-trucks on each of the sets of tracks, and each car-truck including at least four wheels, with two wheels each riding on opposing rails of a set of the tracks, and each of the car-trucks connected to a laterally positioned car-truck on the adjacent set of tracks. The laterally positioned car-trucks are connected by a coupling support mounted to and spanning between the laterally positioned trucks. The railroad system may further include a coupling yoke attached to each of the coupling supports that extends beyond the rail car to connect two or more rail cars together or to connect the rail car to the at least one engine. 
     The multiple track railroad system may also include two side-by-side engines pulling the rail car, with the coupling yoke connecting the rail car to the engines. The multiple track railroad system may further include a yoke transition member connected between the coupling yoke and couplings on the engine. The yoke transition member can have a Y configuration, with fork ends of the Y being connected to respective couplings on the engine and a base portion of the Y connected to the coupling yoke on the rail car. 
     The multiple track railroad system may include a bridge having a dome-shaped structure supporting a deck holding a portion of the multiple track railroad system. The bridge may be a suspension-type bridge. 
     It is also a feature of the present invention to provide an embodiment of a multiple track railroad system for use with two adjacent sets of parallel continuous tracks, with the tracks having a distance therebetween and each set of tracks including two continuous rails having a distance therebetween, wherein the system includes an engine for pulling a train, and the engine has a set of wheels riding on at least two of the rails, and the engine has a width equal to at least one set of the tracks; at least one rail car connected to and propelled by the engine, the rail car spanning and extending beyond the outer rails of both sets of tracks, the rail car including at least one cantilever support attached to and extending below the floor of the rail car to a point beyond the outer rails of the tracks; and at least four car-trucks supporting the rail car, with two of the car-trucks on each of the set of tracks, each car-truck having at least four wheels, with two wheels each riding on opposing rails of a set of the tracks, and each of the car-trucks connected to a laterally positioned car-truck on the adjacent set of tracks, the laterally positioned car-trucks connected by a coupling support mounted to and spanning between the laterally positioned trucks. 
     The cantilever support may extend to a lowest point that is farthest from the rail car floor at the approximate middle of the rail car. The cantilever support may extend to a distance approximately equal to the middle of the wheels on the car-trucks. 
     The multiple track railroad system may also include arched openings in the cantilever support. The multiple track railroad system may further include a plurality of cantilever supports on each rail car, with the cantilever supports positioned between and beyond the car-trucks. 
     The multiple track railroad system may include a bridge having a dome-shaped structure supporting a deck holding a portion of the multiple track railroad system. The deck of the bridge may have at least two levels of multiple track railroad systems. 
     It is another feature of the invention to provide an embodiment of a bridge structure that includes a bridge deck; a dome-shaped structure located substantially above the deck; at least two dome supports on each side of the bridge deck supporting the dome-shaped structure; and a foundation, wherein the dome supports are anchored. 
     The deck of the bridge may include at least one set of tracks for a multiple track railroad system. The deck may have at least two levels and traffic may be conveyed on each of the levels. 
     The bridge may include suspension cables for suspending the bridge deck from the dome-shaped structure. The cables may be connected to the dome-shaped structure. The cables may also be mounted to a cross member supported by the dome-shaped structure. 
     The dome-shaped structure may have a substantially semi-spherical configuration. The dome-shaped structure may also have an arched configuration. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The above-mentioned and other features and objects of this invention and the manner of obtaining them will become more apparent and the invention itself will be better understood by reference to the following description of embodiments of the present invention taken in conjunction with the accompanying drawings, wherein: 
         FIG. 1  is a perspective view of one embodiment of a multiple track railroad system of the present invention showing side-by-side locomotive engines in outline form pulling a double track width box car, also shown in outline form and having eight sets of car-trucks; 
         FIG. 2  is a front view of the multiple track railroad system of  FIG. 1 , with the box car in outline form; 
         FIG. 3  is a side view of another embodiment of a multiple track railroad system of the present invention utilizing four locomotive engines and pulling box cars with four sets of car-trucks each; 
         FIG. 4  is a top plan view of the multiple track railroad system of  FIG. 3 ; 
         FIG. 5  is a perspective view of one of the box cars of the multiple track railroad system of  FIG. 3 ; 
         FIG. 6  is a perspective view of the box car of  FIG. 5  shown in outline form and showing a coupling yoke and coupling supports; 
         FIG. 7  is a partial top plan view of the box car of  FIG. 6  shown in outline form and showing the coupling yoke ready to be coupled with a coupling yoke of an adjacent box car; 
         FIG. 8  is a perspective view of the box car of  FIG. 5  shown in outline form with the coupling yoke and coupling supports removed; 
         FIG. 9  is a front view of the box car of  FIG. 5  shown in outline form with a car chassis cantilever support; 
         FIG. 10  is a perspective view of a trundle carrier assembly for use on the railroad cars of the present invention and mounted to a bolster on the car-trucks for allowing sideways and upward movement of the wheels relative to the railroad car body; 
         FIG. 11  is an exploded perspective view of the trundle carrier assembly of  FIG. 10 ; 
         FIG. 12  is a cross-sectional view of the trundle carrier assembly of  FIG. 10  taken along line  12 - 12  of  FIG. 10 ; 
         FIG. 13  is an exploded perspective view of two trundle body halves and an elliptical trundle ball for the trundle carrier assembly of  FIG. 10 ; 
         FIG. 14  is a cross-sectional view of the elliptical trundle ball of  FIG. 13  taken along lines  14 - 14  of  FIG. 13 ; 
         FIG. 15  is a perspective view of the trundle body halves and elliptical trundle ball of  FIG. 13  in assembled form; 
         FIG. 16  is a perspective view of a multiple track railroad system tank car shown in outline form and having four car-trucks; 
         FIG. 17  is a perspective view of multiple track container cars for use with the multiple track railroad system of the present invention; 
         FIG. 18  is an end view of one of the multiple track container cars of  FIG. 17  shown in outline form; 
         FIG. 19  is a perspective view of multiple track flatbed cars for use with the multiple track railroad system of the present invention; 
         FIG. 20  is an end view of one of the multiple track flatbed cars of  FIG. 19 ; 
         FIG. 21  is a front view of another embodiment of a multiple track railroad system of the present invention including a bullet-style train design; 
         FIG. 22  is a cross-sectional view through a coach car of the bullet-style train of  FIG. 21 ; 
         FIG. 23  is a perspective view of several embodiments of multiple track trains with two of the trains running side-by-side and one train passing overhead on a bridge; 
         FIG. 24  is a perspective view of several embodiments of multiple track trains with two of the trains running side-by-side and two trains passing overhead on a bridge; 
         FIG. 25  is a perspective view of a bridge having dome-shaped structures for supporting a multiple track railroad system and a dual level deck; 
         FIG. 26  is an end view of the bridge and one of the dome-shaped structures for the multiple track railroad system of  FIG. 25  with the suspension cables supported from the framework of the dome-shaped structures; and 
         FIG. 27  is an end view of another embodiment of a suspension bridge having a dome- or arch-shaped structure and a multiple track railroad system with cables supported from a cross-frame member. 
     
    
    
     Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of the present invention, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present invention. The exemplification set out herein illustrates embodiments of the invention, and such exemplifications are not to be construed as limiting the scope of the invention in any manner. 
     DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION 
     For the purposes of promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings, which are described below. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended. The invention includes any alterations and further modifications in the illustrated devices and described methods and further applications of the principles of the invention, which would normally occur to one skilled in the art to which the invention relates. 
     Referring now to  FIGS. 1 and 2 , a multiple track railroad system, which may be referred to with the trademark “Train 21,” is generally indicated as  10 . In this embodiment, multiple track railroad system  10  includes two adjacent sets of parallel continuous tracks, generally indicated as  12   a  and  12   b . Each set of tracks,  12   a ,  12   b , includes two outer rails  14   a  and  14   b  and inner rails  16   a  and  16   b , respectively. Interconnecting rails  14   a  to  16   a  and  14   b  to  16   b  are a plurality of ties  18   a ,  18   b , respectively. The rails are mounted to the ties using rail spikes or other known techniques. 
     Multiple track railroad system  10  also includes a pair of engines  20   a  and  20   b . Engine  20   a  has wheels  22   a  that are set upon and roll upon track  12   a , and engine  20   b  has wheels  22   b  that are set upon and roll upon track  12   b . Engines  20   a  and  20   b  are placed adjacent to one another and may have synchronous controls so that the speeds of the engines can be coordinated. Synchronization of the engines may be accomplished by using a connection, such as a coaxial cable  26  ( FIG. 2 ), which may be strung across the space between the sets of rails  12   a  and  12   b  from side-by-side engines  20   a  and  20   b . Each engine  20   a ,  20   b  also includes a coupling  24   a ,  24   b , respectively, as is known. 
     Engines  20   a ,  20   b  pull a box rail car or ark, generally indicated as  30 . In one embodiment, the box cars are approximately  30  feet wide or three times wider than a standard 10-foot-wide box car. As best shown in  FIG. 1 , box car  30  is supported on and rides on both tracks  12   a  and  12   b . Box car  30  is supported by car-trucks or dollies, generally indicated as  32 . In this embodiment, box car  30  has eight car-trucks as opposed to two that are used on standard railroad cars. Box car  30  also includes a coupling yoke  34  to couple the box car to the engines. A yoke transition member  36  is placed in between and interconnects coupling yoke  34  to couplings  24   a ,  24   b  on engines  20   a  and  20   b , respectively. 
     Now referring to FIGS.  6  and  10 - 14 , car-trucks  32  and coupling yokes  34  will be discussed in further detail along with coupling supports, generally indicated as  40 , and trundle carrier assemblies, generally indicated as  42 . As best shown in  FIG. 6 , coupling supports  40  span adjacent car-trucks  32  that are riding on respective tracks  12   a  and  12   b  and also support coupling yokes  34 . Each coupling support  40  includes a pair of mounting plates  44 , a cross member  46  and a central portion  48 . Mounting plates  44  are attached between the floor of the box car and trundle carrier assemblies  42 . In the embodiment shown, mounting plates  44  are square, but rectangular, circular or other shapes may be used. Cross member  46  is attached to mounting plates  44  and may be made integral therewith or may be attached by welding, or with bolts or other known means. The cross members may be a beam, such as an I-beam, or may be cast or forged into structural support shapes, such as that shown in the embodiment of  FIG. 6 . In the embodiment of  FIG. 6 , coupling supports include a central portion  48 , where coupling yoke  34  is pivotally mounted. It should be appreciated that such a pivotal connection allows the coupling yoke to pivot relative to the coupling support when the rail car is going around a bend or curve. When using eight car-trucks, as shown in the embodiment of box car  30  in  FIG. 1 , the coupling supports may just span each outer pair of adjacent car-trucks, or a single coupling support with four mounting plates or larger mounting plates spanning two or more car-trucks may be used for each group of four car-trucks in the front and back of the box car. 
     Now referring to  FIGS. 10-12 , the car-trucks are of a design that is known and includes a set of four wheels  50 , a pair of axles  52 , a bolster  54 , and a suspension assembly, generally indicated as  56 . Each wheel  50  includes an inner rim portion  58 , as is well known to keep the car-trucks from rolling off tracks  12   a  and  12   b . The bolster can be any structurally suitable beam, casting or forging, and trundle carrier assemblies  42  are mounted thereto. 
     Each trundle carrier assembly includes a trundle body  60 , a trundle stud pin  62 , a lower trundle socket  64 , a trundle ball  66 , and a lower mounting collar  68  having mounting holes  69 . Trundle body  60  may be made from two half-portions  60   a ,  60   b  ( FIG. 13 ) that may be welded or otherwise secured together, as shown in  FIG. 15 . Trundle body  60  includes an upper mounting flange  70  that includes a plurality of bolt holes  72  for mounting the trundle carrier assembly to mounting plates  44 /the floor of the rail car with bolts  74  ( FIG. 12 ) and a lower mounting flange  75 . Trundle body  42  also includes a cavity or socket, generally indicated as  76 , having an opening  78  in the bottom thereof and an enlarged elliptical portion  80 . 
     Lower trundle socket  64  is mounted to bolster  54  and trundle stud pin  62  may be integrally formed with the lower trundle socket or otherwise attached thereto and extend upward from a central portion thereof. A donut-shaped recess  84  is located in lower trundle socket  64  and extends around trundle stud pin  62 . 
     Trundle ball  42  includes a base flange portion  86  and an elliptical extension  88  that is configured to fit and move within elliptical portion  80  of socket  76  in trundle body  60 , as will be described in greater detail below. Trundle ball  66  also includes a bore or recess  90  extending up into elliptical extension  88  from the bottom of base flange  86 . It should be appreciated that bore  90  is configured to receive trundle stud pin  62 , as is also further described in detail below. It should also be appreciated that base flange portion  86  of trundle ball  66  is configured and sized to be received in recess  84  of lower trundle socket  64 , as best shown in  FIG. 14 . 
     Lower mounting collar  68  may be made in two pieces,  68   a ,  68   b , as shown in  FIG. 11  so that it may be fit around lower mounting flange  75  of trundle body  60  and a bushing ring  92  to rotatably secure the trundle body to lower trundle socket  64  with bolts  94  inserted through mounting holes  69 . As should be appreciated, this mounting arrangement allows lower trundle socket  64  and car-trucks  32  to pivot or rotate on tracks  12   a ,  12   b  relative to the rail car to which trundle body  60  is attached. 
     In assembling car-trucks  32  and trundle carrier assemblies  42 , the lower trundle socket  64  is mounted to the respective bolster  54  using bolts, welding or other known means of attachment. For trundle body  60 , elliptical extension  88  of trundle ball  66  can be placed in the elliptical portion  80  of socket  76 , and the two halves  60   a ,  60   b  of the trundle body then welded together so that trundle ball  66  is captured in socket  76 . However, as elliptical extension  88  is smaller than elliptical portion  80 , the trundle ball  66  can still move and rotate relative to trundle body  60 ; however, elliptical extension  88  will not fit through the opening  78  of socket  76 , so that trundle body would have to be split again to remove the trundle ball. The trundle body can also be bolted to mounting plate  44  or the floor of the rail car using bolts  74 . Bushing  92  is placed beneath lower mounting flange  75  of trundle body  60 . Trundle body  60  can be attached to lower trundle socket  64  by fitting trundle stud pin  62  into bore  90  in trundle ball  66 . In the embodiment shown, trundle stud pin  62  fits snugly into bore  90  of trundle ball  66 . 
     Halves  68   a  and  68   b  of collar  68  may then be placed about lower mounting flange  75  of trundle body  60  and bolted to the lower trundle socket  64  with bolts  94  inserted through mounting holes  69  and into threaded holes (not shown) in the lower trundle socket. As noted above, this arrangement allows car-truck  32  to rotate or have slight vertical or horizontal movement relative to trundle body  60  and the attached rail car. 
     The train of multiple track railroad system  10  is assembled similar to standard trains with couplings  24   a  and  24   b  of engines  20   a  and  20   b  connected to yoke transition member  36 , which in turn is coupled to coupling yoke  34  of rail car  30 . The couplings are of a standard design, noting that the size of the members may be increased due to the additional weight that the multiple track railroad system will be hauling. 
     In one embodiment, as is common in the railroad industry, the distance between outer rails  14   a  and  14   b  is approximately 18′6″, and the difference in the distance between inner rails  16   a  and  16   b  is 8′6″, so that the distance between rails  14   a  to  16   a  and  14   b  to  16   b  for tracks  12   a  and  12   b  is approximately 5′. As discussed above, in one embodiment, rail car  30  is approximately 30′ wide but may be less than 30′ or increased to widths of 40′ or more. 
     As the gross capacity and weight of the cars is greatly increased from standard railroad traffic, the railroad beds can be reinforced with a grout or cement that can be pumped or inserted into the subsoil beneath the tracks, similar to known reinforcing processes for use in lines that run over marsh and swampy lands. It should also be appreciated that the increased weight of the rail cars may require thicker/stronger rails than are normally used to support the multiple track railroad system. Appropriate standards can be established. The height of the rail cars for the multiple track railroad system can be set the same as current standards so that bridges and overpasses can be traversed with the multiple track railroad system; however, it should be appreciated that the wider base of the disclosed multiple track railroad system would provide stability at greater heights than standard railroads and that the height of the rail cars may be increased as infrastructure is replaced. 
     In operation, multiple track railroad system  10  operates for the most part like a standard railroad train. As mentioned above, however, the engines should be synchronized by use of coaxial cable  26  or other means to keep the engine speeds the same. Also, it should be appreciated that when traveling around a bend, the engine on the outer side of the bend may have to travel slightly faster than the inside engine due to the additional distance the engine on the outside of the curve travels. Such adjustments can also be made through the synchronizer. 
     In addition, as the multiple track train is traveling down the road, there may be slight variations of the distance between tracks  12   a  and  12   b  or the relative height thereof. Trundle carrier assembly as described above is designed to accommodate such variances without affecting the operation of the train. As best shown in  FIG. 14 , the clearance of elliptical extension  88  within the elliptical portion  80  of socket  76  in trundle body  60  will allow side-by-side cars on car-trucks  32  on tracks  12   a  and  12   b  to move horizontally sideways or vertically relative to one another so that trundle ball  66  will move in socket  76  of trundle body  60  to accommodate the relative movement of the car-trucks without affecting the stabilization of the rail car mounted thereto. With the disclosed design, the train wheels will align and track the rails. When encountering deviations in the tracks, the bolster transfers sideways thrust into the lower trundle socket knob through the trundle stud pin, wherein the stud pin forces the trundle elliptical ball to transfer the rail force and direction into the trundle ball. Socket  74  allows for the movement of elliptical extension  88 , which maintains the overall train alignment. The elliptical shape of the trundle extension and socket forces the rail car to lift slightly and move sideways when following tracks of different heights or distance of separation. The side motion from rail track variations creates a self-centering characteristic and forces wheels  50  to track rails  14   a, b  and  16   a, b  and simultaneously keep the train in alignment. 
     It should also be appreciated that since the multiple track railroad system of the present invention utilizes both rails for a train traveling in a single direction, while the two tracks provided normally allow travel of two trains simultaneously in opposite directions, rail coordination will be required. Coordinated Universal Time (UTC) can be used to direct the train traffic without incident. For example, for the first 12 hours of the day, only rail traffic moving east and north may be allowed, whereas for the second 12 hours of the day, all traffic will be moving west and south. Additionally, the direction can also be alternated based upon even and odd days of the calendar. 
     Now referring to  FIGS. 3 and 4 , another embodiment of the multiple track railroad system in accordance with the present invention is generally indicated as  110 . Multiple track railroad system  110  can operate on two sets of parallel tracks,  12   a  and  12   b , as embodiment  10 ; however, alternate embodiment multiple track railroad system  110  is shown with four engines,  120   a ,  120   b ,  120   c , and  120   d . Engines  120   a  and  120   b  are set side-by-side similar to engines  20   a  and  20   b  on respective tracks  12   a  and  12   b  and engines  120   c  and  120   d  set in a similar arrangement behind and connected to engines  120   a  and  120   b . Engines  120   a - d  are also preferably synchronized, such as with coaxial cable  26  or other known means. 
     Multiple track railroad system  110  also includes two or more railroad cars,  130   a  and  130   b , which are set on a platform similar to rail car  30 , except that rail cars  130   a  and  130   b  are shown with only four car-trucks  32  on each rail car, as best seen in  FIGS. 5 and 8 , as opposed to the eight car-trucks used on rail car  30 . 
     Now referring to  FIG. 9 , an alternate embodiment rail car is shown, generally indicated as  230 . Rail car  230  is mounted on car-trucks  32  as the other embodiment rail cars. In addition, rail car  230  includes a cantilever support, generally indicated as  231 , which extends below the bottom of the floor of the rail car. Cantilever support  231  has outer ends  233   a ,  233   b  that extend out beyond outer rails  14   a  and  14   b  of tracks  12   a  and  12   b , respectively. Cantilever support  231  provides stability to rail car  230  and provides structural support for the large loads carried therein, which may be loaded in a position well outside of the car-truck supports. As should be appreciated, cantilever support  231  will also help support and stabilize loads that are off center in rail car  230 . The lowest portion of cantilever support  231  is in a middle portion  235 , which extends down approximately to the middle of wheels  50  in the embodiment shown. Cantilever support  231  also includes a number of openings  237   a - f , and wherein openings  237   e  and  237   f  have an arched configuration in the embodiment shown. The number and placement of cantilever supports  231  may be varied along the bottom of the rail cars. For instance, the cantilever supports may be placed only between the car-trucks on a rail car. In addition, cantilever supports  231  may also be provided towards the ends of the rail cars to the outside of the car-trucks. 
     Now referring to  FIG. 16 , a tanker rail car, generally indicated as  330 , is shown for use with the multiple track railroad systems of the present invention. Tanker rail car  330  may be mounted upon similar car-trucks  32 , as other rail cars of the subject invention in an appropriate number to safely carry the weight of the car and contents. Four car-trucks are depicted in the embodiment shown. 
     Now referring to  FIGS. 17 and 18 , flatbed rail cars, generally indicated as  430 , are shown for use with the multiple track railroad systems of the subject invention. As can be seen, flatbed rail cars  430  can readily accommodate at least six standard-type shipping containers  439  in an embodiment where the flatbed rail cars  430  are  30 ′ wide. Standard rail cars will typically only accommodate two of such containers. Containers may be mounted on rail cars using an overhead crane, generally indicated as  441 , as is known. 
     Now referring to  FIGS. 19 and 20 , another flatbed rail car, generally indicated as  530 , is shown for transporting such items as semi-truck trailers  543 . Flatbed rail cars  530  are also mounted on car-trucks  32 , as disclosed above, and a 30′ wide embodiment can hold three semi-truck trailers. 
     Now referring to  FIGS. 21 and 22 , an alternate embodiment of a multiple track railroad system is generally indicated as  610 . Multiple track railroad system  610  utilizes one or more engines, generally indicated as  620 , that span both sets of tracks  12   a  and  12   b  and ride on all of rails  14   a ,  14   b ,  16   a  and  16   b . As shown in  FIG. 22 , multiple track railroad system  610  includes a passenger rail car, generally indicated as  630 , which may also be used with the engines shown in the other embodiments. Passenger rail car  630  may be mounted on car-trucks  32  of the same as the other rail cars. In this embodiment, passenger rail car  630  includes nine wide comfortable passenger seats  651  across the width of the rail car and two substantial aisles  653 . Passenger rail car  630  may also include overhead storage bins or shelves  655   a  and  655   b  along the sides thereof and a central luggage bin or shelf  657 . 
     Referring now to  FIG. 23 , another alternate embodiment of a multiple track railroad system is shown, generally indicated as  710 . Multiple track railroad system  710  includes a mixture of the embodiments previously discussed and includes two sets of adjacent parallel tracks, generally indicated as  712   a  and  712   b , and another set of parallel tracks, generally indicated as  712   c , a portion of which is located on a bridge, generally indicated as  713 , that extends above the sets of tracks  712   a  and  712   b . Traveling on parallel tracks  712   a ,  712   b , and  712   c  are multiple track trains, generally indicated as  715   a ,  715   b ,  715   c , respectively. 
     Yet another alternate embodiment of a multiple track railroad system is shown, generally indicated as  810 , in  FIG. 24 . Multiple track railroad system  810  is similar to multiple track railroad system  710 , but includes an additional set of tracks on the bridge. As such, railroad system  810  includes two sets of parallel tracks,  812   a  and  812   b  traveling beneath the bridge, and two additional parallel sets of tracks,  812   c  and  812   d , a portion of which are mounted on the deck of a bridge, generally indicated as  813 . Traveling on parallel tracks  812   a - 812   d  are multiple track trains, generally indicated as  815   a ,  815   b ,  815   c , and  815   d , respectively. Furthermore, straddling parallel track sets  812   a  and  812   b  are roadways, generally indicated as  817   a  and  817   b , for conveying vehicular traffic (not shown). Roadways  817   a  and  817   b  traverse beneath bridge  813  as do parallel track sets  812   a  and  812   b.    
     Now referring to  FIGS. 25 and 26 , another alternate embodiment track railroad system is shown, generally indicated as  910 . Multiple track railroad system  910  includes four sets of tracks, generally indicated as  912   a ,  912   b ,  912   c , and  912   d , all of which are mounted on the deck of a bridge, generally indicated as  913 . Additionally, multiple track railroad system  910  includes multiple track trains  915   a ,  915   b ,  915   c , and  915   d  traveling respectively on multiple track sets  912   a - 912   d . Straddling multiple track sets  912   a  and  912   b  are roadways, generally indicated as  917   a  and  917   b , respectively. 
     In the embodiment shown, bridge  913  is a suspension-type bridge and has a plurality of dome-shaped structures, generally indicated as  931   a ,  931   b , and  931   c . Bridge  913  also includes dome supports, generally indicated as  933   a ,  933   b ,  933   c , and  933   d  (support  933   d  is similar to supports  933   a - c ; however, it is not visible in the views depicted), supporting each dome-shaped structure. At the base of each dome support  933   a - 933   d  is a foundation or piling  935   a - 935   d , respectively, to which the dome supports are mounted. (Note that only foundations  935   a  and  935   c  are shown in  FIG. 26 .) Additionally, bridge  913  includes a deck structure, generally indicated as  937 , on which a portion of the multiple set of tracks and railways are mounted. 
     In the embodiment shown, dome-shaped structures  931   a - 931   c  have generally semi-spherical configurations and are fabricated as a metal framework structure, using known fabrication methods and joining techniques. The structures may include composites of smaller truss-type structures and may include prefabricated modular assemblies or be fabricated on site. Additionally, each dome-shaped structure includes an annular frame section or ring adapter, generally indicated as  938 , at the base of each semi-sphere to provide structural rigidity. Dome supports  933   a - 933   d  are also fabricated as metal frameworks or tower-like structures and, in the embodiment shown, are configured to form arch-shaped support configurations when attached to dome-shaped structures  931   a - 931   c , as best shown in  FIG. 25 . Like the dome-shaped structures, the dome supports are also fabricated using known techniques and joining methods. Foundations  935   a - 935   d  are constructed using known foundation and structural techniques, and the dome supports are attached thereto using known techniques. In addition, if required, additional rigidity may be supplied to the foundations by adding connecting members (not shown) between the foundations or on the dome supports near the foundations. Such connecting members may have an arched or annular/partially annular configuration. It should also be appreciated that this design provides both a structurally interlocked geometric shape and clearance to facilitate the travel of vessels beneath the bridge. Additionally, the shape of the domes also provides an aesthetically pleasing look and resistance to wind and water forces. 
     Also, in the embodiment shown, bridge deck  937  includes a lower main deck, generally indicated as  937   a , which supports track sets  912   a  and  912   b , and an upper deck  937   b  on which track sets  912   c  and  912   d  are mounted. The bridge deck is supported by a plurality of cables  939 , which are attached to the dome-shaped structure and the bridge deck for supporting the bridge deck over a span. 
     Now referring to  FIG. 27 , an alternate embodiment suspension bridge is shown, generally indicated as  1013 . Suspension bridge  1013  includes a dome-shaped structure, generally indicated as  1031 ; dome supports, generally indicated as  1033   a - 1033   d  (only supports  1033   a  and  1033   c  are shown in  FIG. 27 ); foundations, generally indicated as  1035   a - 1035   d  (only supports  1035   a  and  1035   c  are shown in  FIG. 27 ); and a bridge deck, generally indicated as  1037 . Dome-shaped structure  1031  is configured in an arched- or hyperbola-shaped configuration as compared to the semi-spherical dome shape of bridge  913 . It should be appreciated that the terms “dome,” “domed” or “dome-shaped” used in this application may refer to any spherical, semi-spherical, arched, hyperbolic, or other configurations that may fall under the classification of a dome. 
     Dome supports  1033   a - 1033   d  are similar to supports  933   a - 933   d  except that they are configured to maintain the general hyperbolic shape of dome-shaped structure  1031  as can be seen in  FIG. 27 . Dome-shaped structure  1031  and dome supports  1033   a - 1033   d  may be manufactured in a similar manner to that described above for bridge  913 . Additionally, connecting foundation supports as discussed for bridge  913  may also be used. 
     Suspension bridge  1013  may also include cross-frame members  1038   a  and  1038   b , which may be straight, curved, or annular in configuration. Suspension cables  1039  are connected between transverse frame structure  1038   a  in the embodiment shown and deck  1037 , as opposed to connecting directly to the dome-shaped structure itself as shown for suspension bridge  913 . It should be appreciated that cables may also be attached to transverse frame member  1038   b  or to both transverse frame members  1038   a  and  1038   b . Additionally, the method of cable suspension shown for suspension bridge  913  and suspension bridge  1013  may be interchangeable. 
     While the invention has been taught with specific reference to these embodiments, one skilled in the art will recognize that changes can be made in form and detail without departing from the spirit and scope of the invention. For example, the number of car-trucks can be increased or varied depending upon the application. Also, although the embodiments have been shown using standard side-by-side track widths and spacing, it should be appreciated that specifically designed multiple tracks that may have more than two rails per track may be used and that the spacing may be set at another desired distance. The described embodiments are to be considered, therefore, in all respects only as illustrative and not restrictive. As such, the scope of the invention is indicated by the following claims rather than by the description.