Abstract:
A loading rack includes at least one support structure having a plurality of support legs; at least one shelf support disposed in connection with each of the at least one support structures; at least one shelf having a surface disposed in connection with each of the shelf supports; and at least one base disposed in connection with each of the at least one support structures and opposite each of the shelf supports, wherein the loading rack supports a vertical load of no less than about 6,000 pounds.

Description:
FIELD OF THE INVENTION 
       [0001]    The invention relates to railcars and, more particularly, to railway car loading racks. 
       BACKGROUND OF THE INVENTION 
       [0002]    Loading racks for railway cars are typically constructed with steel or other high strength alloys in order to provide the strength and durability required to support tons of cargo. Although such racks meet the requisite structural requirements to support cargo, these steel racks exhibit several disadvantages. 
         [0003]    First, steel racks are heavy by virtue of their material. According to regulations promulgated by the Association of American Railroads, a person must be able to manually lift and set a rack in place. The regulations state each section of loading racks, that is, a single loading rack, must weigh no more than 40 pounds. To compensate additional steel racks of smaller size must be used which incurs additional materials, increased loading time and worker&#39;s hourly time, and their related expenses. 
         [0004]    Secondly, steel racks and their cargo, like any items being transported, inevitably move to some extent and damage the railway car&#39;s interior. Railway cars fitted with insulation material or other coverings cannot afford to experience such damage. Damaged insulation material, e.g., paneling, causes thermal shorts and the railway car&#39;s internal temperature increases as a result. In addition, the cargo may also become compromised. Moreover, the railway car must be fixed immediately to prevent the overall UA value from falling below the regulations promulgated by the Association of American Railroads. 
         [0005]    Consequently, there exists a need for a loading rack design that permits the double loading of cargo in a railway car. 
         [0006]    There also exists a need for a loading rack design that permits loading cargo in a loading area above the racks within a railway car without requiring loading cargo beneath the racks. 
         [0007]    There further exists a need for a loading rack design that will maximize the amount of loadable cargo space within the railway car and still maintain the requisite weight limits. 
       SUMMARY OF THE INVENTION 
       [0008]    In accordance with one aspect of the present disclosure, a loading rack broadly comprises at least one support structure having a plurality of support legs; at least one shelf support disposed in connection with each of the at least one support structures; at least one shelf having a surface disposed in connection with each of the shelf supports; and at least one base disposed in connection with each of the at least one support structures and opposite each of the shelf supports, wherein the loading rack supports a vertical load of no less than about 6,000 pounds. 
         [0009]    In accordance with another aspect of the present disclosure, the loading rack broadly comprises a first support structure having a first support leg, a second support leg and a third support leg; a second support structure having a first support leg, a second support leg and a third support leg; a third support structure having a first support leg, a second support leg and a third support leg; a first shelf support mounted to said first support structure; a second shelf support mounted to said second support structure; a third shelf support mounted to said third support structure; a first base mounted to said first support structure opposite said first shelf support; a second base mounted to said second support structure opposite said second shelf support; a third base mounted to said third support structure opposite said third shelf support; and at least one shelf mounted to said first shelf support, said second shelf support and said third shelf support. 
         [0010]    In accordance with yet another aspect of the present disclosure, the loading rack broadly comprises a support structure having a first support leg, a second support leg and a third support leg; a shelf support mounted to said support structure; a base mounted to said support structure opposite said shelf support; and at least one shelf mounted to said shelf support. 
         [0011]    In accordance with still yet another aspect of the present disclosure, the loading rack broadly comprises a first support structure having a first support leg, a second support leg, a third support leg, a first bracing member disposed transversely from a first end of said first support leg across said second support leg to an opposing end of said third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg; a second support structure having a first support leg, a second support leg, a third support leg, a first bracing member disposed transversely from a first end of said first support leg across said second support leg to an opposing end of said third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg; a third support structure having a first support leg, a second support leg, a third support leg, a first bracing member disposed transversely from a first end of said first support leg across said second support leg to an opposing end of said third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg; a first shelf support having at least one pair of shelf bracketing members and mounted to said first support structure; a second shelf support having at least one pair of shelf bracketing members and mounted to said second support structure; a third shelf support having at least one pair of shelf bracketing members and mounted to said third support structure; a first base mounted to said first support structure opposite said first shelf support; a second base mounted to said second support structure opposite said second shelf support; a third base mounted to said third support structure opposite said third shelf support; and at least one shelf engaged to said at least one pair of shelf bracketing members and mounted to said first shelf support, said second shelf support and said third shelf support. 
         [0012]    The details of one or more embodiments of the invention are set forth in the accompanying drawings and the description below. Other features, objects, and advantages of the invention will be apparent from the description and drawings, and from the claims. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0013]      FIG. 1  is a representation of a loading rack of the present disclosure; 
           [0014]      FIG. 2  is a representation of another loading rack of the present disclosure; 
           [0015]      FIG. 3  is a representation of yet another loading rack of the present disclosure; 
           [0016]      FIG. 4  is a representation of a second support leg of the loading rack of  FIG. 3 ; 
           [0017]      FIG. 5  is a representation of a first or third support leg of the loading rack of  FIG. 3 ; 
           [0018]      FIG. 6  is a representation of a shelf support for the second support leg of  FIG. 4 ; 
           [0019]      FIG. 7  is a representation of a shelf support for the first or third support leg of  FIG. 5 ; 
           [0020]      FIG. 8  is a representation of a shelf for use with all the loading racks of the present disclosure; 
           [0021]      FIG. 9  is a representation of an end view of the shelf of  FIG. 8 ; 
           [0022]      FIG. 10  is a flowchart representing a process of manufacturing a loading rack of the present disclosure; 
           [0023]      FIG. 11  is a flowchart representing a process of loading a railway car utilizing a loading rack of the present disclosure; 
           [0024]      FIG. 12  is a photograph of a loading rack of the present disclosure being installed within a railway car; 
           [0025]      FIG. 13  is a photograph of the loading rack of  FIG. 2  having a first skid disposed within a first loading area and a second skid disposed with a first loading area; 
           [0026]      FIG. 14  is a photograph of the loading rack of  FIG. 2  having a first skid disposed within a second loading area; and 
           [0027]      FIG. 15  is a representation of a plurality of loading racks having a plurality of skids loaded within a plurality of first loading areas and a plurality of second loading areas; 
           [0028]      FIG. 16  is a representation of another exemplary embodiment of a plurality of loading racks having a plurality of skids loaded within a second loading area; 
           [0029]      FIG. 17  is a representation of an exemplary embodiment of a mounting device(s) for use with the loading racks of the present disclosure described herein; and 
           [0030]      FIG. 18   a  is a representation of a loading diagram for a railway car utilizing the loading racks of the present disclosure; 
           [0031]      FIG. 18   b  is another representation of the loading diagram of  FIG. 18   a;    
           [0032]      FIG. 18   c  is yet another representation of the loading diagram of  FIG. 18   a;    
           [0033]      FIG. 19  is a representation of a computer-generated structural analysis profile of the loading rack design of  FIG. 1 ; 
           [0034]      FIG. 20  is a representation of a first buckling mode of the loading rack design of  FIG. 19 ; 
           [0035]      FIG. 21  is a representation of a second buckling mode of the loading rack design of  FIG. 19 ; 
           [0036]      FIG. 22  is a representation of a third buckling mode of the loading rack design of  FIG. 19 ; 
           [0037]      FIG. 23  is a representation of another computer-generated structural analysis profile of the loading rack design of  FIG. 1 ; 
           [0038]      FIG. 24  is a representation of a deformation mode of the loading rack design of  FIG. 23 ; 
           [0039]      FIG. 25  is a representation of a stress mode of the loading rack design of  FIG. 23 ; 
           [0040]      FIG. 26  is a representation of a computer-generated structureal analysis profile of the loading rack design of  FIG. 2 ; 
           [0041]      FIG. 27  is a representation of a first buckling mode of the loading rack design of  FIG. 2 ; 
           [0042]      FIG. 28  is a representation of a second buckling mode of the loading rack design of  FIG. 2 ; 
           [0043]      FIG. 29  is a representation of a third buckling mode of the loading rack design of  FIG. 2 ; 
           [0044]      FIG. 30  is a representation of another computer-generated structural analysis profile of the loading rack design of  FIG. 2 ; 
           [0045]      FIG. 31  is a representation of a deformation mode of the loading rack design of  FIG. 30 ; and 
           [0046]      FIG. 32  is a representation of a stress mode of the loading rack design of  FIG. 30 . 
       
    
    
       [0047]    Like reference numbers and designations in the various drawings indicate like elements. 
       DETAILED DESCRIPTION 
       [0048]    As used herein, the term “railway car” means a freight car, boxcar, hicube boxcar, refrigerator car, flatcar, conflat (United Kingdom), lowmac (United Kingdom), well car and any other freight car capable of being loaded through a side door or an end door. 
         [0049]    As used herein, the term “skid” means a skid, pallet or other portable platform having a substantially flat or flat surface for storing or moving goods that are stacked on it. 
         [0050]    Referring now to  FIGS. 1-3 , representations of loading racks of the present disclosure are shown. Referring specifically to  FIG. 1 , a loading rack  10  may generally comprise a first support structure  12 , a second support structure  14  and a third support structure  16 . Each support structure  12 ,  14 ,  16  may comprise a plurality of legs  24 ,  26 ,  28  disposed in connection with a base  18  at one end and a shelf support  20  at the opposing end. The first support structure  12  and third support structure  16  may be disposed at either end of the shelf  22 , while the second support structure  14  may be disposed at a substantially centered area of the shelf  22  and between the first support structure  12  and third support structure  16 . A shelf  22  may be disposed upon the shelf supports  20 . The shelf  22  may comprise a single continuous shelf or more than one piece of shelving disposed across the first, second and third support structures  12 ,  14 ,  16  as shown in  FIG. 1 . The shelf  22  may comprise a plurality of hollow composite pieces aligned side-by-side and attached together using any one of a number of techniques known to one of ordinary skill in the art. Each shelf  22  may include a first edge  27  and a second edge  29  that are each designed to engage a mounting device (See  FIG. 16 ), which will be discussed below in further detail. 
         [0051]    The loading rack  10 , along with a railway car, may generally define a first loading area  35  located above the shelf  22  and at least one second loading area  31 ,  33  located beneath the shelf  22 . A first loading area  35  may be defined by the shelf  22 , a first sidewall, a first endwall, a second sidewall and a ceiling of the railway car. The second loading area  31  may be defined by the first support structure  12 , the shelf  22 , the second support structure  14  and a floor of the railway car. Another second loading area  33  may be defined by the second support leg  14 , the shelf  22 , the third support structure  16  and the floor of the railway car. 
         [0052]    Referring specifically now to  FIG. 2 , another representative loading rack of the present disclosure is shown. A loading rack  40  may generally comprise a first support structure  42  having a plurality of legs  43 ,  45 ,  47  disposed in connection with a base  50  at one end and shelf support  48  at the opposing end. A shelf  52  may be disposed upon the shelf support  48 . The shelf  52  may comprise a single continuous shelf or, in the alternative, may comprise more than one piece of shelving disposed across the first support structure  42 . In another alternative embodiment, the shelf  52  may include at least one skid support  54  comprising a substantially flat surface. Generally, the shelf  52  may include a first edge  56  and a second  58  that are each designed to engage a mounting device, such as a slide rail, (See  FIG. 16 ) of a railway car, which will be discussed in further detail. 
         [0053]    The loading rack  40 , along with a railway car, may generally define a first loading area  55  located above the shelf  52  and at least one second loading area  51 ,  53  located beneath the shelf  52 . A first loading area  55  may be defined by a shelf  52  of the loading rack  40  and a first sidewall, a first endwall, a second sidewall and a ceiling of the railway car. The second loading area  51  may be defined by the support leg  44  and shelf  52  of the loading rack  40  and a floor, a first sidewall and a first endwall of the railway car. Another second loading area  53  may be defined by the support leg  44  and shelf  52  of the loading rack  40  and a floor, a second sidewall and a first endwall of the railway car. 
         [0054]    Referring now to  FIGS. 3-9 , yet another representative loading rack of the present disclosure is shown. A loading rack  60  may generally comprise a first support structure  62 , a second support structure  64  and a third support structure  66 . Each support structure  62 ,  64 ,  66  may comprise a plurality of support legs  63 ,  65 ,  67  disposed in connection with a base  68  or  69  at one end and a shelf support  70 ,  75  at an opposing end. The plurality of legs  63 ,  65 ,  67  may be reinforced by a pair of bracing members  72 ,  74  as illustrated in  FIGS. 3-5 . The first bracing member  72  may be disposed transversely from a first end of the first support leg  63  across a second support leg  65  to an opposing end of the third support leg  67 . The second bracing member  74  may be disposed transversely from a first end of the third support leg  67  across the second support leg  65  to an opposing end of the first support leg  63 . Each shelf support  70 ,  75  may include a pair of shelf bracketing members  71 ,  73  designed to hold the shelf  76  in place and prevent its movement during transport. The shelf  76  may be disposed upon the shelf supports  70 ,  75 . The shelf  76  may comprise a single continuous shelf or more than one piece of shelving, e.g., two pieces of shelving disposed across the first, second and third support structures  62 ,  64 ,  66 . The shelf  76  may comprise a solid piece of composite material, a plurality of hollow composite pieces aligned side-by-side as illustrated in  FIG. 1 , or a plurality of solid and hollow composite pieces disposed side-by-side as illustrated in  FIGS. 8 and 9 . The plurality of solid and hollow composite pieces may be attached together using any one of a number of techniques known to one of ordinary skill in the art. Generally, shelf  76  may comprise a first edge  67  and a second edge  69  that are each designed to engage a mounting device (See  FIG. 16 ), which will be discussed in further detail. 
         [0055]    The loading rack  60 , along with a railway car, may generally define a first loading area  78  located above the shelf  76  and at least one second loading area  80 ,  82  located beneath the shelf  76 . The first loading area  78  may be defined by the shelf  76  and a first sidewall, a first endwall, a second sidewall and a ceiling of the railway car. The second loading area  80  may be defined by the first support structure  62 , shelf  76 , second support structure  64  and a floor of the railway car. Another second loading area  82  may be defined by the second support structure  64 , the shelf  76 , the third support structure  66  and the floor of the railway car. 
         [0056]    To support a vertical load of about 6,000 lbs. or greater the loading racks  10 ,  40 ,  70  may be composed of a combination of materials. The support legs may be constructed of a metal or alloy and have a substantially tubular structure. Each support leg may comprise three substantially tubular metal structures that are welded at their first ends to the base support and at their second ends to the shelf supports. For example, each substantially tubular metal structure may comprise aluminum tubes. The base supports and shelf supports may also comprise a metal or alloy, such as aluminum or an aluminum alloy. Other metals and alloys may be employed, particularly metals or alloys that may be staked or ultrasonically welded as known to one of ordinary skill in the art. The shelves may generally comprise a plastic, e.g., thermoset, thermoplastic, and the like, or composite material, e.g., a fiber reinforced resin, thermoset, thermoplastic, foam, and, in particular, polyester and urethane based polymers, combinations comprising at least one of the foregoing, and the like. The shelves may be constructed from the aforementioned materials using processes such as vacuum infusion, resin transfer molding (RTM), scrim, pultrusion, combinations comprising at least one of the foregoing processes, and the like. With respect to plastic materials, shelves constructed using urethane based polymers are more robust in strength and exhibit greater durability than shelves constructed from other plastics. 
         [0057]    Referring specifically now to  FIG. 10 , the loading racks of the present invention may be manufactured according to the process(es) illustrated in the flowchart(s) of the present disclosure. In preparation of being affixed, the metal or alloy-based parts may be abrasively cleaned at step  90  as known to one of ordinary skill in the art. Afterwards, the abrasively cleaned parts may be washed in a mild detergent at step  92 , and then rinsed off at step  94 . A shelf support may be affixed to the first end of each support structure at step  96  of  FIG. 10 . The shelf support may be welded to the first end using any one of a number of welding techniques known to one of ordinary skill in the art based upon the metal or alloy being employed. The base may be affixed to the second end of a support structure at step  98  of  FIG. 10 . The foot may also be welded to the second end using any one of a number of welding techniques known to one of ordinary skill in the art based upon the metal or alloy being employed. The shelf may be affixed upon the shelf supports at step  100  of  FIG. 10 . Generally, the shelf may be affixed to the shelf supports using any one of a number of techniques for attaching together parts composed of different materials, e.g., plastic or composite (of the shelf  22 ,  52 ,  76 ) and a metal or an alloy (of the shelf support  20 ,  48 ,  70 ). In particular, a plastic or composite-based shelf may be affixed to a metal-based shelf support using a staking technique or ultrasonic welding operation. Suitable staking techniques may include cold staking, heat staking, thermostaking, ultrasonic staking, and the like. In the alternative, the plastic or composite-based shelf may be mechanically attached to the metal-based shelf support. Suitable mechanical attachments may include any one of or a combination of mechanical fasteners including but not limited to dowels, brackets, staples, screws, bolts, nails, rivets, adhesives, sealants, combinations comprising at least one of the foregoing, and the like. 
         [0058]    Referring now to  FIGS. 11-16 , a flowchart representing a process(es) for double loading a railway car of the present disclosure is shown. Generally, the exemplary process described herein may be utilized when double loading a railway car equipped with a side door. However, the exemplary process may be adapted to double load a railway car equipped with an end door as well without the need for additional loading equipment. 
         [0059]    The aforementioned loading racks  10 ,  40  or  70  may be employed in the exemplary process described herein. Prior to loading the railway car, at least one loading rack may  10 ,  40 ,  70  be installed at step  110  of  FIG. 11 . For example, the support structures  12 ,  14 ,  16  may be disposed within the railway car as shown in the photograph of  FIG. 12 . In particular, the first support structure  12  may be placed upright upon a floor  120  and adjacent to a first sidewall  122  and first endwall  124  of the railway car. The third support leg  16  may be placed upright upon the floor  120  and adjacent to a second sidewall  126  and first endwall  124  of the railway car. The second support structure  14  may be placed upright upon the floor  120  and adjacent to the first endwall  124  as shown and substantially centered between the first support structure  12  and third support structure  16 . In this embodiment, the shelf  22  has yet to be mounted to the support structures  12 ,  14 ,  16 . Referring now to  FIG. 13 , the shelf  22  may be mounted upon the shelf supports  20  of each support structures  12 ,  14 ,  16 , such that the shelf  22  may be disposed against the first endwall  124 . 
         [0060]    Referring now to  FIGS. 11 ,  13  and  14 , once the loading rack  10  is installed, at least one skid  130  may be loaded in the first loading area  35  at step  112  of  FIG. 11 . The skids  130  may be placed in a first loading area  35  located above the shelf  22  of the loading rack  10  (See  FIG. 13 ). Generally, skids  130  with stacked cargo  98  of  FIG. 14  may be loaded into the railway car in accordance with Standards RP-810, RP-811, and RP-812 of the Association of American Railroads Manual of Standards and Recommended Practices, publ. The Association of American Railroads, Washington, D.C., Section N (Feb. 2, 2007) at steps  114  and  116  of  FIG. 11 . When employing loading racks  40 , the skids may be placed in a first loading area  55 . When employing loading racks  70 , the skids may be placed in loading areas  78  as described with respect to loading skids with loading racks  10 . 
         [0061]    In an alternative embodiment shown in  FIG. 16 , the loading racks  10 ,  40  and  70  may be pre-assembled and installed within the railway car. As described above, the shelves  22 ,  52 ,  72  of the loading racks  10 ,  40 ,  70  may include first and second edges  27 ,  29 ,  57 ,  59 , and  67 ,  69  respectively. These first and second edges  27 ,  29 ,  57 ,  59 ,  67 ,  69  are designed to engage a mounting device  99  affixed to the first sidewall  122  and second sidewall  126  of the railway car. The mounting device may include a ledge, groove, slot and the like, extending the entirety of each sidewall  122 ,  126  and disposed at a height sufficient to engage the first and second edges  27 ,  29 ,  57 ,  59 ,  67 ,  69  of the shelves  22 ,  52 ,  72 . The first and second edges  27 ,  29 ,  57 ,  59 ,  67 ,  69  may slideably engage each ledge, groove, slot and the like, and slide along the mounting device  99  until making contact with the first endwall  122  or another loading rack  10 ,  40 ,  70 . 
         [0062]    In yet another alternative embodiment, the loading racks  10 ,  40 ,  70  may be pre-assembled and installed within the railway car. As described above, the shelves  22 ,  52 ,  72  of the loading racks  10 ,  40 ,  70  may include first and second edges  27 ,  29 ,  57 ,  59 ,  67 ,  69  respectively. These first and second edges  27 ,  29 ,  57 ,  59 ,  67 ,  69  are designed to engage a mounting device  160  affixed to the first sidewall  122  and second sidewall  126  of the railway car. The first and second edges  27 ,  29 ,  57 ,  59 ,  67 ,  69  may include a male/female component of a mechanical fastener. The mounting device may include a component complimentary to the male/female component of the edges. Referring specifically now to FIG..  17 , the mounting device may include any one of or a combination of mechanical fasteners including but not limited to brackets, joints, combinations comprising at least one of the foregoing, and the like. The mounting devices may be disposed along the first and second sidewalls  90 ,  94  at a distance apart from each other sufficient to accommodate each loading rack  10 ,  40 ,  70  being installed and loaded, and at a height sufficient to engage the first and second edges  27 ,  29 ,  57 ,  59 ,  67 ,  69  of the shelves  22 ,  52 ,  72 . 
         [0063]    Referring now to  FIG. 15 , once at least one or a plurality of first skids  140  are loaded in the first loading area  35  additional first skids  140  may be double loaded as known to one of ordinary skill in the art into at least one second loading area  31 ,  33  beneath the loading rack  10 . Again, skids  140  stacked with cargo  142  may be loaded into the railway car in accordance with Standards RP-810, RP-811, and RP-812 of the Association of American Railroads Manual of Standards and Recommended Practices, publ. The Association of American Railroads, Washington, D.C., Section N (Feb. 2, 2007). When employing loading racks  40 , the skids  140  may be placed in second loading areas  51 ,  53 . 
         [0064]    When loading a railway car equipped with a side door, the railway car may be divided into three sections, e.g., a first half  150  beginning from a first edge of the side door to the first endwall, a second half  152  beginning from a second edge of the side door to the second endwall, and an area  154  in front of the side door (see  FIGS. 18A ,  18 B and  18 C). The skids may either be loaded via the side door into the first half  150  or the second half  152  of the railway car according to the loading diagram of  FIG. 16 . After loading each half  150 ,  152  of the railway car, additional skids may be loaded into the area  154  in order to maximize the amount of space remaining in the railway car. 
         [0065]    In the alternative, the railway car may be equipped with an end door. Rather than dividing the railway car into halves, the entire length of the railway car may be utilized. The loading racks  10 ,  40 ,  70  may be installed and/or loaded one at a time into the railway car until reaching a second end wall, or another loading rack, followed by a plurality of skids being loaded into the first loading areas and second loading areas. For example, a loading rack may be installed or loaded into the railway car until being disposed against the second end wall. A first plurality of skids may then be loaded into the railway car into the first loading area of the loading rack. A second plurality of skids may then be loaded into the railway car into the second loading areas of the loading rack. Another loading rack may then be loaded into the railway car until being disposed against the first loading rack. And, the process may be repeated until the entire railway car is loaded, or double loaded, according to the specifications set forth by the customer, manufacturer, etc., as illustrated in  FIGS. 18A ,  18 B and  18 C. 
       EXAMPLES 
       [0066]    Structural Analysis of First Loading Rack Design 
         [0067]    The first loading rack design was built in SolidWorks®, commercially available from SolidWorks Corporation, Concord, Mass., and then transferred to ANSYS®10.0, commercially available from ANSYS, Inc., Canonsburg, Pa., for analysis. The first loading rack was designed to use aluminum tubes measuring 1.5 inches in diameter and 65.25 inches in height. 
         [0068]    Load Case 1 
         [0069]    Using ANSYS®, the horizontal members were free to move horizontally but were constrained vertically. A 6,000 lbs. vertical load was applied. The primary goal was to determine the critical buckling loads of the design.  FIG. 19  illustrates the loads and constraints applied to the design. 
         [0070]    The first buckling mode was observed when a critical buckling load was achieved at 5.9 times the 6,000 lbs. vertical load being applied.  FIG. 20  illustrates the minimum and maximum deflection points of the design. The displayed deflection was amplified in order to easily see the first buckling mode shape. 
         [0071]    The second buckling mode was observed when a critical buckling load was achieved at 8.5 times the 6,000 lbs. vertical load being applied.  FIG. 21  illustrates the minimum and maximum deflection points of the design. Again, the displayed deflection was amplified in order to easily see the second buckling mode shape. 
         [0072]    The third buckling mode was observed when a critical buckling load was achieved at 8.8 times the 6,000 lbs. vertical load being applied.  FIG. 22  illustrates the minimum and maximum deflection points of the design. Again, the displayed deflection was amplified in order to easily see the third buckling mode shape. 
         [0073]    Load Case 2 
         [0074]    Using ANSYS®, the legs were constrained in only the vertical direction. A 6,000 lbs. vertical load was applied in each instance. The primary goal was to determine the amount of deformation and stress the composite material of this design is able to withstand.  FIG. 23  illustrates the loads and constraints applied to the design. 
         [0075]    The maximum total deformation of the composite material in the Y-direction=0.161 inches as shown in  FIG. 24 . 
         [0076]    The equivalent (von-Mises) stress experienced by the composite material was equal to 3,633 pounds per square inch as shown in  FIG. 25 . 
         [0077]    The first loading rack design displayed a minimum safety factor in buckling of 5.9 times in the most conservative restraint situation when employing a 6,000 pound vertical load. In use, friction will be present between the legs and floor of the railway car which will increase the buckling safety factor. The maximum stresses (3,633 psi) and deflections (0.161 inches) are well below any material or application deformation limits as can be appreciated by one of ordinary skill in the art. 
         [0078]    Structural Analysis of Second Loading Rack Design 
         [0079]    The second loading rack design was built in SolidWorks® and then transferred to ANSYS® for analysis. The second loading rack was designed to use an aluminum tube measuring 1.5 inches in diameter and 65.25 inches in height. The primary goal was to determine the critical buckling loads of the design. 
         [0080]    Load Case 1 
         [0081]    Using ANSYS®, the horizontal members were free to move horizontally but were constrained vertically. A 6,000 lbs. vertical load was applied. The primary goal was to determine the critical buckling loads of the design.  FIG. 26  illustrates the loads and constraints applied to the design. 
         [0082]    The first buckling mode was observed when a critical buckling load was achieved at 12.4 times the 6,000 lbs. vertical load being applied.  FIG. 27  illustrates the minimum and maximum deflection points of the design. The displayed deflection was amplified in order to easily see the first buckling mode shape. 
         [0083]    The second buckling mode was observed when a critical buckling load was achieved at 14.6 times the 6,000 lbs. vertical load being applied.  FIG. 28  illustrates the minimum and maximum deflection points of the design. Again, the displayed deflection was amplified in order to easily see the second buckling mode shape. 
         [0084]    The third buckling mode was observed when a critical buckling load was achieved at 22.7 times the 6,000 lbs. vertical load being applied.  FIG. 29  illustrates the minimum and maximum deflection points of the design. Again, the displayed deflection was amplified in order to easily see the third buckling mode shape. 
         [0085]    Load Case 2 
         [0086]    Using ANSYS®, the center leg and ends of horizontals were constrained in only the vertical direction. A 6,000 lbs. vertical load was applied in each instance. The primary goal was to determine the amount of deformation and stress the composite material of this design is able to withstand.  FIG. 30  illustrates the loads and constraints applied to the design. 
         [0087]    The maximum total deformation of the composite material in the X-direction=0.092 inches as shown in  FIG. 31 . 
         [0088]    The equivalent (von-Mises) stress experienced by the composite material was equal to 4,369 pounds per square inch as shown in  FIG. 32 . 
         [0089]    In structural analysis, the second loading rack design displayed a minimum safety factor in buckling of 12.4 in the most conservative constraint situation using the 6,000 pound vertical load. In use, friction will be present between the leg and the floor of the railway car which will increase the buckling safety factor. The maximum stresses (2,800 psi) and deflections (0.092 inch) are well below any material or application deformation limits as can be appreciated by one of ordinary skill in the art. 
         [0090]    One or more embodiments of the present invention have been described. Nevertheless, it will be understood that various modifications may be made without departing from the spirit and scope of the invention. Accordingly, other embodiments are within the scope of the following claims.