Patent Publication Number: US-2020298893-A1

Title: Articulated rail-transport car

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Patent Application No. 62/821,418 filed Mar. 20, 2019 the disclosure of which is hereby incorporated herein in its entirety by reference. 
    
    
     BACKGROUND 
     Modern railroad tracks are constructed using long sections of rail commonly referred to as ribbon rail. The sections are often found in lengths up to about 1,600 feet but can range up to 2,000 feet or longer. Shorter sections of lengths as little as 300-320 feet are also available. These sections of ribbon rail are formed by butt-welding multiple shorter sections of rail, which traditionally come from a steel mill in thirty-nine foot or seventy-eight-foot lengths. The welding of the ribbon rails is done at a welding plant and the welded ribbon rails are transported to their installation site on a specially constructed rail-transport train. 
     Prior art rail-transport trains traditionally comprise a plurality of sixty-foot-long flatcars connected together by standard railroad couplers. Each car includes a pair of transverse stands for supporting the ribbon rail. The stands of each car are spaced 30 feet apart and 15 feet from the respective coupler such that the stands are spaced 30 feet apart along the length of the rail train. The stands each include multiple tiers (typically five or six tiers) that each support a plurality of rails, for example, eight to twelve rails per tier. The stands must each be strong enough both to support the weight of the rails and to resist side loads created by flexing of the ribbon rails as the rail train traverses curves in the track. U.S. Pat. No. 3,288,082 to Brosnan; U.S. Pat. No. 7,350,467 to Green et al.; and U.s. Pat. No. 8,181,577 to Bounds depict examples of such available configurations. 
     Other available rail-transport trains may employ one or more cars having an articulated car configuration in which a plurality of segments are joined at pivotal couplings supported by shared trucks or bogies. The segments may be flatcars or may utilize other configurations such as spine-car or skeleton car configurations. For example, the Gen II Rail Train from Herzog Railroad Services, Inc. of St. Joseph, Missouri utilizes an articulated car configuration that includes a plurality of identical segments having a spine-car configuration and that are joined together on shared trucks. U.S. Pat. No. 4,947,760 to Dawson et al. and U.S. Patent Application Publication No. 2004/0261650 to Al-Kaabi et al. depict examples of articulated rail cars having a plurality of segments with shared trucks therebetween. 
     At least one car in each rail-transport train is a tie-down car that includes a specialized stand with means for fixing the rails to the racks to prevent longitudinal movement of the rails relative to the tie-down car, like for example that describe in U.S. Pat. No. 8,181,577 to Bounds. The fixing means generally includes a plurality of clamping blocks that are bolted to the stand on opposite sides of each rail so as to bear against the foot or base flange of the rail and clamp it against the stand. Typically, each clamping block is held down by large bolts which must be installed or removed using an impact wrench or the like. All the other racks in the train allow for relative longitudinal movement of the rails and may include rollers that support the rails. This relative movement between the racks and the rails is required in order to allow the rails to flex without stretching or compressing as the train traverses curves in the track, as well as to allow for coupler slack that exists in each of the couplers between cars. 
     Each coupler has up to approximately six inches of slack. Coupler slack necessitates that the tie-down car be positioned near the center of the rail train so as to evenly divide the rails and to thereby insure that neither the forward end nor the rearward end of the rail can move a distance relative to the nearest adjacent rack that the end will come off of the rack. 
     SUMMARY 
     Exemplary embodiments are defined by the claims below, not this summary. A high-level overview of various aspects thereof is provided here to introduce a selection of concepts that are further described in the Detailed-Description section below. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used in isolation to determine the scope of the claimed subject matter. In brief, this disclosure describes an articulated rail-transport car for transporting sections of ribbon rail along a railway. 
     The articulated rail-transport car includes a plurality of segments pivotably coupled end-to-end on shared trucks with segments at ends of the car also being supported on respective dedicated trucks. Couplers are provided at each end of the car for coupling to additional, similarly configured rail-transport cars or other rail-based cars/vehicles. The segments of the car may include a leading-end segment and a trailing-end segment, a central segment, and one or more intermediate or interchangeable segments. Adjacent ends of each of the segments include corresponding male or female configurations that can be mated and supported on the respective shared trucks. In one embodiment, the central section includes matching male or female end configurations, the intermediate segments include one end with a male configuration and the other end with a female configuration, and the leading-end and the trailing-end segments include one end configured oppositely from that of the central section. As such, the leading-end and trailing-end segments can be joined directly to the central segment or any number of intermediate segments may be disposed therebetween. 
     A plurality of rail stands for carrying a plurality of sections of ribbon rail are disposed along the length of the car. The stands are disposed spaced apart along the longitudinal length of the car at distances configured to enable loading of ribbon rails thereon without excessive droop in a leading end of the ribbon rail that would hinder loading. The spacing is also configured to provide sufficient flexibility in the loaded ribbon rails to allow the car to travel along curves in the railway. The spacing and locations of the stands is independent of a spacing between the shared trucks and is asymmetrical relative, at least to the intermediate, leading-end, and trailing-end segments. Further, a number of stands disposed on the car is greater than the total number of trucks, i.e. the sum of the number of shared trucks and the number of dedicated trucks. In one embodiment, the ratio of the number of stands to the number of trucks (shared and dedicated) is greater than 1:1 or greater than 3:2. 
     In one embodiment, an articulated rail-transport car for transporting a plurality of ribbon rails along a railway is described. The car includes a plurality of longitudinally extending segments disposed end-to-end with a plurality of shared trucks disposed beneath junctions of adjacent ones of the segments to support adjacent respective ends of the segments and to enable pivoting of the segments relative to one another. The car also includes a dedicated truck supporting a free end of each of the segments disposed at opposite ends of the car and a number of rail stands configured to support a plurality of ribbon rails disposed thereon. The rail stands are spaced apart along a longitudinal length of the car and are spaced longitudinally apart from each of the shared trucks. A ratio of the number of rail stands to a total number of the shared trucks and the dedicated trucks is greater than one rail stand to one truck or greater than three rail stands to two trucks. 
     In another embodiment, a rail-transport consist for transporting a plurality of ribbon rails along a railway is described. The consist includes a plurality of articulated rail-transport cars coupled end-to-end. Each car includes a plurality of longitudinally extending segments pivotably coupled end-to-end via shared trucks. Ends of the car are supported by respective dedicated trucks and include respective car couplers configured to couple to an adjacent car. The cars further include a plurality of rail stands disposed spaced longitudinally apart along the plurality of segments and configured to support a ribbon rail disposed thereon. On each car a ratio of a number of rail stands to a total number of shared and dedicated trucks is greater than one rail stand to one truck or greater than three rail stands to two trucks. The consist also includes a tie-down car disposed centrally within the rail-transport train between adjacent ones of the rail-transport cars and configured to secure the ribbon rail against longitudinal movement along the rail-transport train. 
     In another embodiment, an articulated rail-transport car for transporting a plurality of ribbon rails along a railway is described. The car includes a first end-segment that includes a first dedicated truck supporting a first end of the first end-segment. The first end of the first end-segment includes a first coupler configured to couple to an adjacent rail car. An opposite second end of the first end-segment includes a first type of shared-truck-coupling. The car further includes a second end-segment that includes a second dedicated truck supporting a first end of the second end-segment. The first end of the second end-segment includes a second coupler configured to couple to an adjacent rail car and an opposite second end of the second end-segment including the first type of shared-truck coupling. A central segment is provided that includes a second type of shared-truck coupling at each end thereof. The car also includes one or more intermediate segments that include the first type of shared-truck coupling at one end and the second type of shared-truck coupling at the opposite end. A plurality of shared trucks are disposed beneath junctions between adjacent ones of the first end-segment, the second end-segment, the central segment, and the one or more intermediate segments. The shared trucks support adjacent respective ends of the segments and enable pivoting of the segments relative to one another. A number of rail stands configured to support a plurality of ribbon rails are disposed on the segments. The rail stands are spaced apart along a longitudinal length of the car and spaced longitudinally apart from each of the shared trucks. A ratio of the number of rail stands to a total number of the shared trucks and the dedicated trucks is greater than one rail stand to one truck or greater than three rail stands to two trucks. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       Illustrative embodiments are described in detail below with reference to the attached drawing figures, and wherein: 
         FIG. 1  is a perspective view of an articulated rail-transport car depicted in accordance with an exemplary embodiment; 
         FIG. 2  is a side elevational view of the car of  FIG. 1 ; 
         FIG. 3  is a top plan view of the car of  FIG. 1 ; 
         FIG. 3A  is an enlarged view of a coupling between adjacent segments of the articulated rail-transport car of  FIG. 1 ; 
         FIG. 4  is an end elevational view of a segment of the car of FIG. 1  depicting a rail stand thereon in accordance with an exemplary embodiment; and 
         FIG. 5  is a partial side elevational view of a rail-transport train that includes a plurality of articulated rail-transport cars and a tie-down car depicted in accordance with an exemplary embodiment. 
     
    
    
     DETAILED DESCRIPTION 
     The subject matter of select exemplary embodiments is described with specificity herein to meet statutory requirements. But the description itself is not intended to necessarily limit the scope of claims. Rather, the claimed subject matter might be embodied in other ways to include different components, steps, or combinations thereof similar to the ones described in this document, in conjunction with other present or future technologies. Terms should not be interpreted as implying any particular order among or between various steps herein disclosed unless and except when the order of individual steps is explicitly described. The terms “about” or “approximately” or “substantially” as used herein denote deviations from the exact value by +/− 10%, preferably by +/− 5% and/or deviations in the form of changes that are insignificant to the function. 
     With reference now to  FIGS. 1-4 , an articulated rail-transport car  10  is described in accordance with an exemplary embodiment. The car  10  may be coupled to one or more similarly configured cars  10  among a variety of other rail cars and may be moved or propelled along a railway by an independent or separate propulsion unit. The car  10  is comprised of a plurality of segments that are pivotably coupled end-to-end. The segments may include a leading-end segment  12 , a trailing-end segment  14 , a central segment  16 , and a plurality of interchangeable or intermediate segments  18 . The leading-end and trailing-end segments  12 ,  14  are referred to as such for sake of convenience and not to denote any requirement on their orientation or a direction of travel of the car  10 . 
     As depicted in  FIGS. 1-3 , each of the segments  12 ,  14 ,  16 ,  18  include a body  20  formed from an I-beam- or box-beam-styled member in a manner similar to what may be referred to as a spine car or a skeleton car. The body  20  of each of the segments  12 ,  14 ,  16 ,  18  may be uniquely configured and/or dimensioned for each of the respective segments  12 ,  14 ,  16 ,  18 . In another embodiment, the bodies  20  may be provided in other forms similar to that of a flat-car, box-car, gondola car, or the like. The spine car-type configuration is preferable in some embodiments due to the reduction in weight that such a configuration provides. 
     The bodies  20  of the leading-end and trailing-end segments  12 ,  14  are each provided with a coupler  22  disposed at their respective free ends, i.e. at opposite ends of the car  10 . The couplers  22  comprise standard couplers employed in the rail industry for coupling cars, rolling stock, locomotives, or the like such as Janney couplers, Association of American Railroads (AAR) couplers, or the like. 
     The free ends of the leading-end and trailing-end segments  12 ,  14  are supported on dedicated trucks  23  or bogies. Opposite ends of the leading-end and trailing-end segments  12 ,  14  and each end of the central and intermediate segments  16 ,  18  are each provided with a male or a female adaptor  24 ,  26  configuration that is adapted to couple to and be supported on a shared truck  28  or bogie. 
     The dedicated and shared trucks  23 ,  28  may be configured similarly to a Jacobs bogie in which each of the trucks  23 ,  28  includes two pairs of wheels  30  mounted on longitudinally spaced apart axles. The trucks  23 ,  28  may include braking and suspension means among other components available in the art. 
     The shared trucks  28  may provide a common pivot assembly  32  to which adjacent segments  12 ,  14 ,  16 ,  18  are connected which allows both segments  12 ,  14 ,  16 ,  18  to pivot laterally relative to one another and relative to the shared truck  28  as the car  10  traverses curves in the railway. The pivot assembly  32  may also allow the adjacent segments  12 ,  14 ,  16 ,  18  to pivot at least partially side-to-side and fore and aft relative to the shared truck  28 . The pivot assembly  32  however provides a slackless coupling, i.e. one that substantially maintains a spacing between adjacent segments  12 ,  14 ,  16 ,  18  such that a longitudinal distance between the segments  12 ,  14 ,  16 ,  18  is maintained or does not substantially change as the car  10  is placed under longitudinal compressive or tension forces, e.g. when the car  10  is pulled or pushed. The overall length of the car  10  thus remains substantially constant during operation. In contrast, known rail-transport systems employ standard couplings which can have up to six inches or more of coupler slack between each of the cars. Such slack is compounded by the large number of cars and can result in several feet of longitudinal movement of ends of the ribbon rails relative to rail stands at the ends of the rail-transport train. 
     As shown in  FIG. 3A , the male and female adaptors  24 ,  26  are each provided with a forked configuration with a pair of longitudinally extending and transversely spaced apart arms  34 . The arms  34 f of the female adaptor  26  are spaced transversely apart a greater distance than the arms  34 m of the male adaptor  24  such that when coupled to the shared truck  28 , the arms  34 m of the male adaptor  24  are at least partially disposed between the arms  34 f of the female adaptor  26 . Although a particular configuration of the male and female adaptors  24 ,  26  and their coupling with the shared truck  28  is shown and described herein, such is not intended to limit exemplary embodiments. Other adaptor configurations and couplings with the shared truck  28  may be employed without departing from the scope of embodiments described herein. 
     A plurality of rail stands  36  are disposed on the car  10  spaced longitudinally apart along the length thereof. The stands  36  may take a variety of configurations to accommodate a particular number, gage, weight, or style of ribbon rails to be carried thereon, however each of the rail stands  36  is preferably configured to support each ribbon rail disposed on the car  10 . In one embodiment, depicted in  FIG. 4 , each stand  36  includes a pair of upright members or posts  38  spaced transversely apart with a plurality of vertically stacked shelves  40  or tiers extending therebetween. Each shelf  40  provides a number of rollers  42  rotatably mounted end-to-end across the length of the shelf  40  and configured to rotate about an axis extending parallel to the length of the shelf  40  and transversely relative to the car  10 . 
     Each roller  42  is sized to receive a base flange or foot of a respective ribbon rail and may include flanges projecting radially outward from ends of the roller  42  to hold the respective ribbon rail in alignment with the roller  42 . Each roller  42  thus forms a pocket in which the ribbon rail may be disposed. In other embodiments, more than one roller  42  may be employed to support each ribbon rail and flanges may be provided on the shelf  40  instead of or in addition to flanges on the roller  42  among a variety of other configurations. In the embodiment shown in  FIG. 4 , each rail stand  36  includes five shelves  40  with ten rollers  42  disposed thereon to support up to fifty ribbon rails at a time. However, it is to be understood that other numbers of shelves  40  and/or rollers  42  thereon may be employed without departing from the scope of embodiments described herein. 
     The longitudinal spacing between the rail stands  36  is sufficient to enable adequate flexure and bending of the ribbon rails as the car  10  navigates curves in the railway while also preventing excessive droop in a leading end of the ribbon rail as it is loaded onto the rail stands  36 . Generally, the spacing between the rail stands  36  is preferably not less than about 75 feet and is preferably about 27-29 feet or around about 28 feet. Spacing greater than about 75 feet or greater than about 30 feet may allow the ribbon rail to bow outwardly and flex as the segments  12 ,  14 ,  16 ,  18  of the car  10  pivot relative to one another when on a curve. Spacing less than about 75 feet may overly restrict such bending or bowing which may cause the ribbon rails to leave their respective pockets, damage the rail stands  36 , and/or apply unwanted forces on the car  10 . 
     A maximum spacing between the rail stands  36  is preferably not greater than about 30 feet. As the ribbon rail is loaded onto the car  10 , a leading end thereof is extended unsupported from one rail stand  36  to the next. Too great a spacing between the rail stands  36  may allow the leading end to droop or sag vertically downward too great a distance causing the ribbon rail to collide with the rail stand  36  or shelves  40  thereof or to miss a desired shelf  40  entirely rather than landing on the desired roller  42 . 
     Accordingly, in a preferred embodiment, the rail stands  36  are spaced apart between about 75 feet and about 30 feet or more preferably between about 28 feet and about 30 feet. It is to be understood, that different gages and/or types of rail may have different bending properties or characteristics and that spacing between the rail stands  36  may be tailored according to such characteristics without departing from the scope of embodiments described herein. As depicted in  FIG. 5 , the rail stands  36  located nearest the leading end and the trailing end of the car  10  (rail stand  36 A and rail stand  36 I) may also be spaced apart from the respective ends of the car  10  to maintain desired minimum and maximum spacing between the rail stands  36  when the car  10  is coupled to another similarly configured car  10  or to another car, such as a tie-down car  44  or a tunnel car  46 ,  48 , among others, that also includes rail stands  36  or other means for supporting a ribbon rail that extends between the respective cars. 
     With continued reference to  FIGS. 1-3 , each of the segments  12 ,  14 ,  16 ,  18  of the car  10  are provided with a unique configuration. In the embodiment shown in  FIGS. 1-3 , each of the segments  12 ,  14 ,  16 ,  18  include a different longitudinal length, and distribution of the rail stands  36  thereon. Also as described previously, adjacent ends of the segments  12 ,  14 ,  16 ,  18  are each provided with either a male or female configuration  24 ,  26 . For example, the leading-end segment  12  is the longest segment, followed by the trailing-end segment  14 , the intermediate segments  18 , and then the central segment  16 . Further, the leading-end segment  12  includes a pair of rail stands  36 . The rail stand  36 A nearest the leading end of the segment  12  is disposed to directly overlie the dedicated truck  23 A while a second rail stand  36 B is disposed along the length of the segment  12  between the dedicated truck  23 A and the shared truck  28 A. The trailing-end segment  14  is similarly configured with one rail stand  36 I nearest the trailing end of the segment  14  overlying the dedicated truck  23 B and a second rail stand  36 H disposed along the length of the segment  14  between the dedicated truck  23 B and the respective shared truck  28 D. Both the leading-end and the trailing-end segments  12 ,  14  are provided with a male adaptor  24  for coupling with their respective shared trucks  28 A and  28 D, respectively. 
     Two intermediate segments  18 A and  18 B are depicted in the car  10  however any number of intermediate segments  18  may be employed in exemplary embodiments. The intermediate segments  18 A and  18 B each include two rail stands  36  that are shifted longitudinally toward one end or asymmetrically disposed along the length of the respective intermediate segments  18 A and  18 B between the respective shared trucks  28  (segment  18 A includes rail stands  36 C and  36 D disposed between shared trucks  28 A and  28 B and segment  18 B includes rail stands  36 F and  36 G disposed between shared trucks  28 C and  28 D). 
     The central segment  16  is generally symmetrically configured with a single rail stand  36 E centered along the longitudinal length between the shared trucks  28 B and  28 C supporting each end thereof. Opposing ends of the central segment  16  are each provided with a female configuration  26  for coupling to the respective shared trucks  28 B,  28 C. 
     As such, the intermediate segments  18 A and  18 B are oppositely oriented on each side of the central section  16  so as to couple to the shared trucks  28 B and  28 C via their ends having the male adaptors  24 . Ends of the segments  18 A and  18 B having the female adaptors  26  are thus provided for coupling to the shared trucks  28 A and  28 D along with the male adaptors  24  of the leading-end segment  12  and the trailing-end segment  14 . It is to be understood, that the male and female adaptors  24 ,  26  of any of the segments  12 ,  14 ,  16 ,  18  may be reversed without departing from the scope of embodiments described herein. 
     The ability of the intermediate segments  18  to be disposable to either side of the central segment  16  by simply reversing the orientation of the intermediate segment  18  reduces manufacturing and maintenance complexities. Additionally, this configuration increases the adaptability of the car  10  to varied applications by enabling additional intermediate segments  18  to be easily and simply disposed between one or both of the intermediate segments  18 A,  18 B and the respective leading-end segment  12  or trailing-end segment  14  to increase or decrease the length of the car  10 . The length of the car  10  may be further adapted or decreased by removing one or both of the intermediated segments  18  and directly coupling the central segment  18  with one or both of the leading-end segment  12  or the trailing-end segment  14  via the shared trucks  28 . 
     The location and distribution of the rail stands  36  along the longitudinal length of the car  10  and between the couplers  22  is independent of the location of the shared and dedicated trucks  28 ,  23  and/or is asymmetrical relative thereto. Further, the spacing between adjacent ones of the rail stands  36  may vary but preferably remains within the desired minimum and maximum described previously. For example, spacing between the rail stands  36 A and  36 I at the ends of the car  10  and the respective next adjacent rail stands  36 B and  36 H may be about 29 feet while spacing between each of the other rail stands  36 B- 36 H may be about 28.583 feet. 
     The number of rail stands  36  on the car  10  is greater than the total number of trucks (dedicated trucks  23  and shared trucks  28 ), i.e. the ratio of the number of rail stands  36  to the number of trucks  23 ,  28  is greater than 1:1. In one embodiment, a ratio of the number of rail stands  36  to the total number of trucks  23 ,  28  is equal to or greater than 3:2. For example as depicted in  FIGS. 1-3 , the car  10  includes nine rail stands  36  and six trucks  23 ,  28  disposed between the couplers  22  at each end of the car  10 . In other embodiments, the ratio of rail stands  36  to trucks  23 ,  28  may be 2:1, 3:1, 4:1, 4:3, 5:1, 5:2, 5:3, 6:5, 7:2, 7:3, 7:4, 7:5, 7:6, 8:3, 8:5, 8:7, or another ratio greater than 1:1. 
     The distribution of the rail stands  36  relative to the shared and dedicated trucks  28 ,  23  may provide an uneven distribution of the weight of the ribbon rails on the trucks  28 ,  23 . In some embodiments, the shared trucks  28  supporting the central segment  16  carry a greater weight than the dedicated trucks  23  and the shared trucks  28  supporting the leading-end segment  12  and the trailing-end segment  14 . For example, the dedicated trucks  23  might carry about  124 , 000  pounds each when fully loaded, while the shared trucks  28 A and  28 D might carry about  135 , 000  pounds, and the shared trucks  28 B and  28 C might carry about  142 , 400  pounds. 
     With reference now to  FIG. 5 , a plurality of the articulated rail-transport cars  10  may be incorporated into a rail-transport train  50  to transport ribbon rails having a length greater than the longitudinal length each of the cars  10  individually. The rail train  50  may also include a tie-down car  44 , a tunnel car  46  at the leading end thereof, and a tunnel car  48  at the trailing end thereof. As depicted in  FIG. 5 , the rail train  50  includes six rail-transport cars  10 . The tie-down car  44  is positioned in the middle of the six rail-transport cars  10 , i.e. between the third and fourth of the rail-transport cars  10 . In one embodiment, the orientation of the rail-transport cars  10  is reversed on each side of the tie-down car  44  as depicted in  FIG. 5 , however other configurations may be employed. Each of the tunnel cars  46 ,  48 , the rail-transport cars  10 , and the tie-down car  44  are coupled together via couplers like the couplers  22  and may be coupled at either end of the train  50  to another train  50 , a power unit or other propulsion means, and/or to one or more other rail-based cars. 
     The tie-down car  44  may employ known configurations and includes a plurality of clamping units, at least one for each ribbon rail carried by the train  50 . In one embodiment, the tie-down car  44  is an automated tie-down car or includes automated clamping units that are controllable by an operator at the tie-down car  44 , at an operator&#39;s station elsewhere on the rail-transport train, or remotely. The clamping units fix the ribbon rail against longitudinal movement relative to the tie-down car  44  to retain the ribbon rail in position during transport. 
     The tunnel cars  46 ,  48  may also employ known configurations and, as such, may include means for aiding loading and unloading the ribbon rails onto the train  50  and for preventing the ribbon rails from inadvertently traveling longitudinally along the train  50  if the associated clamping units fail or are damaged. 
     As depicted in  FIG. 5 , ribbon rails having a length of, for example up to 7,600 feet may be transported by the train  50 . The train  50  may be otherwise configured with greater or fewer numbers of rail-transport cars  10  as needed to accommodate longer or shorter lengths of ribbon rails. To load the ribbon rail, the ribbon rail may be fed into a pocket of a first rail stand  36  on a first of the rail-transport cars  10 . The ribbon rail is driven by means carried on one of the tunnel cars  46 ,  48  or on another loading apparatus to extend onto a next adjacent rail stand  36  and then onto each subsequent rail stand  36  on the first rail-transport car  10 . The ribbon rail is further driven to extend to the rail stands  36  on each of the subsequent rail-transport cars  10  until fully loaded onto the train  50 . A respective clamping unit on the tie-down car  44  is actuated to fix the ribbon rail into position. 
     Many different arrangements of the various components depicted, as well as components not shown, are possible without departing from the scope of the claims below. Embodiments of the technology have been described with the intent to be illustrative rather than restrictive. Alternative embodiments will become apparent to readers of this disclosure after and because of reading it. Alternative means of implementing the aforementioned can be completed without departing from the scope of the claims below. Identification of structures as being configured to perform a particular function in this disclosure and in the claims below is intended to be inclusive of structures and arrangements or designs thereof that are within the scope of this disclosure and readily identifiable by one of skill in the art and that can perform the particular function in a similar way. Certain features and sub-combinations are of utility and may be employed without reference to other features and sub-combinations and are contemplated within the scope of the claims.