Patent ID: 12252856

Throughout the drawings, identical reference characters and descriptions indicate similar, but not necessarily identical, elements. While the example embodiments described herein are susceptible to various modifications and alternative forms, specific embodiments have been shown by way of example in the drawings and will be described in detail herein. However, the example embodiments described herein are not intended to be limited to the particular forms disclosed. Rather, the present disclosure covers all modifications, equivalents, combinations, and alternatives falling within the scope of the appended claims.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

The present disclosure is generally directed to a water barrier system that may be formed by specialized mobile water barriers. The mobile water barriers may include sealing elements along their sidewalls, which may be lowered and translated together to form water seals for creating a water barrier assembly. The systems and methods of the present disclosure may be used to form water (e.g., storm surge) barriers more quickly, efficiently, and cost-effectively than conventional techniques.

FIG.12shows a side view of a water barrier system according to some embodiments of the present disclosure, including mobile water barriers in the form of railcars1,2, and3connected together and riding on a railroad track4that may be laid on a gravel railroad track roadbed5. The water barrier system is shown in a transportation mode, for moving along the track4to a location where it is desired to form a water (e.g., storm surge) barrier.

FIG.13shows a side view of the railcars1,2, and3at the target location, in a state in which the railcars1,2, and3are in the process of their transformation into a water barrier by lowering their sidewalls38, including their sidewall assembly bottoms10, toward a planar surface6adjacent to the track4. Later in the transformation process, the left8and right9sides of the railcar sidewalls38may be drawn closer together.

FIG.14shows a side view of the system ofFIG.12after the completion of the process of transformation into a water barrier. The left8and right9sides of the railcar sidewalls38may contact each other to form a water-resistant or water-tight mechanical seal7between the sidewalls38. The sidewall assembly bottoms10may rest on the planar surface6creating a water-resistant or water-tight mechanical seal between the sidewall assembly bottoms10and the planar surface6. With the transformation process completed, the railcars1,2, and3have been transformed into a continuous water barrier that may be as high as their sidewalls38and may extend from the left side8of the first railcar1to the right side9of the third railcar3. The length of the water barrier can be varied by varying the number of railcars used. The reversal of the transformation process may result in the railcars being made ready for transport to another location, such as for storage or for further deployment and reuse. Additional details regarding the system's modes of operation will be discussed later in this disclosure.

There may be two major assemblies that make up each of the railcars1,2, and3, referred to herein as the Water Barrier Assembly (WBA) and the Barrier Transport and Positioning System (BTPS). The WBA may be made by modifications to conventional gondola railcar technology, while the BTPS may be made by modifications to conventional flatcar railcar technology. Construction of the WBA will be discussed first, followed by the BTPS.

The WBA uses an underframe that is similar to the underframe of a gondola railcar. The WBA underframe may support the water barrier walls (i.e., the sidewalls38), endwalls42, floor39, and other components. Vertical motion of the underframe may be controlled by components positioned on the BTPS that operate on the underframe. As indicated above, the BTPS will be further discussed below. Substantial forces from waves and loads may act on the WBA underframe. Therefore, the WBA underframe may be made with components and materials (e.g., steel) that exhibit sufficient strength to withstand the expected forces and loads.

FIG.15shows a top perspective view of a WBA underframe26with WBA end sills27at both ends of the WBA underframe26. The WBA end sills27may be attached at right angles to WBA side sills29. With the WBA side sills29longer than the WBA end sills27, the assembly of these sills may create a rectangular outer frame of the WBA underframe26. A WBA center sill28may be centered between and parallel to the WBA side sills29and may terminate with connections to the WBA end sills27. WBA body bolsters30may be attached to the WBA center sill28and WBA side sills29near, and may run parallel to, the WBA end sills27. The WBA body bolsters30may terminate with connections to the WBA side sills29. Additional strength may be provided by the WBA cross bearers31connected from WBA side sill29to opposing WBA side sill29by connecting through the WBA center sill28at right angles. Additional strength and support for the WBA floor (not shown inFIG.15) may be provided by WBA floor stringers33, which may be supported by WBA stringer supports32. Two linear-motion bearings34may be positioned on, attached to, and run through each of the WBA body bolsters30. The purpose of the linear-motion bearings34will be discussed in greater detail below.

The WBA components may be connected or attached together by welding or other secure means (e.g., fasteners, etc.). One of ordinary skill in the art will recognize where such use of welding or other attachment means may be appropriate.

FIG.16shows a bottom perspective view of the WBA underframe26, where significant modifications (relative to conventional flatcar railcars) to the WBA body bolsters30can be seen.FIG.17shows the WBA body bolster30modifications in greater detail. Strike plates35,36, and37may be welded to the bottom of the WBA body bolsters30. In some examples, each of the strike plates35,36, and37may include a steel plate (e.g., a one-inch thick steel plate) in a planar, square configuration. The linear-motion bearings34may be attached to and may pass through the WBA body bolsters30. The strike plates35,36, and37are also identified herein as the interlocking beam strike plates35, the WBA vertical position controlling cylinder strike plates36, and the service/safety block strike plates37. The mechanical facilities to receive railcar couplers at the ends of the WBA center sill28may not be features of the WBA underframe26.

The WBA underframe26may include two vertical sidewalls38attached to its side sills29. However, unlike a conventional gondola railcar, the WBA underframe26may be attached to the sidewalls38at a higher position along the sidewalls38.FIG.18shows a cross-sectional end view of the WBA40, where the cross-section is taken near an end of the WBA underframe26. The WBA underframe26side sills may be attached to interior surfaces of WBA sidewalls38at a height H3, as measured from the bottom of the WBA sidewalls38. The WBA floor39, which may be a generally planar steel plate, may be attached to the top of the WBA underframe26. The WBA floor39may span the width L9and length L10(shown inFIG.20) of the WBA underframe26. The WBA floor39may be welded or otherwise attached to the interior surfaces of WBA sidewalls38and WBA endwalls42(shown inFIG.21), such that the juncture is strong and waterproof to enable a volume of fluid to fill the WBA upper section98without conveying to a WBA lower section144.FIG.19shows a cross-sectional end view of the WBA40, where the cross-section is taken in the middle of the WBA body bolster30through a pair of linear-motion bearing34. Features of the of WBA body bolster30include the interlocking beam strike plates35, the WBA vertical position controlling cylinder strike plates36, the service/safety block strike plates37, and the linear-motion bearings34. The linear-motion bearings34may pass through the WBA floor39as well as through the WBA body bolsters30.

FIG.20shows a transparent side view of the WBA40, with the position of the WBA underframe26and WBA endwalls42shown in dashed lines. The position and height H3of the WBA underframe26can be seen behind the WBA sidewall38. The WBA sidewall38extends along a length L1and has a height H2. The WBA sidewall38may include vertical steel rib wall reinforcements44. The WBA floor39may be attached on the top of the WBA underframe26and may span along the length L10of the WBA underframe26. The WBA underframe26and the WBA floor39may end where they both attach to the WBA endwalls42at both ends of the WBA40. The WBA endwalls42have a height H2(FIG.21) and width L9(FIG.19) and may be attached to the WBA sidewalls38on both sides of the WBA40. An end view of the WBA endwall42can be seen inFIG.112which will be discussed in greater detail below.

FIG.20further shows the WBA sidewall extensions41, located on both ends of the WBA40, which may be a part of the WBA sidewall38and may extend outwardly a distance L6beyond the vertical plane of the WBA endwalls42.FIG.21is identical toFIG.20, except that the steel rib wall reinforcements44and sidewall38are not shown to better view the WBA sidewall extensions41. The WBA sidewall extensions41may be used to properly position components that enable the WBA40to form water-resistant or water-tight mechanical seals with the WBAs40of adjacent connected railcars. The WBA sidewall extensions41and water sealing components will be discussed in greater detail below.

FIG.22shows a side view of the WBA40. The WBA sidewall38is shown vertically oriented and may be made of sheets or plates of steel, or any other impermeable metal, welded together to form a wall that extends a length L1and a height H2(FIG.21). The WBA sidewalls38may be used as water barriers because water cannot flow through the solid metallic wall surfaces. Therefore, the effective water barrier surface for the WBA40has a length L1and a height H2. Steel rib wall reinforcements44may be attached to the WBA sidewall's38surface to add support and rigidity against forces attempting to bend or otherwise compromise the structural integrity of the WBA sidewall38. Additional wall reinforcements including, but not limited to, base tracks, beams, braces, channel steel, cladding, metal sheets, metal plates, ribs, studs, top tracks, and wall girts may be used to strengthen the WBA sidewalls38to the meet the design requirements and anticipated forces on the WBA sidewalls38.

In order for the WBA40to create water-resistant or water-tight mechanical seals against the ground-level planar surface and against the WBAs40of adjacent connected railcars, in some embodiments the WBA may be fitted with sealing elements to form the water-resistant or water-tight mechanical seals. Example sealing elements are referred to herein as gasket/housing assemblies (GHA)45and46. The GHAs45and46may be respectively attached to the sides and bottom of the WBA40.FIG.22shows a side view of the WBA40with a horizontally oriented bottom GHA46removed from the sidewall bottom47and vertically oriented side GHAs45removed from the ends of the WBA sidewall extensions41.FIG.23shows a side view of the WBA40with the GHAs45and46fully assembled and attached to the WBA sidewall bottom47and sidewall extensions41. With the physical additions of the bottom GHA46and side GHAs45, the effective water barrier surface for the WBA40may be extended to a length L5and a height H4(FIG.23), which is measured from the outer contact surfaces of the gaskets.

FIG.24Ashows a cross-sectional exploded view of the bottom GHA46, andFIG.24Bshows a cross-sectional assembled view of the bottom GHA46. The bottom GHA46may include a c-section steel beam with a housing flange43attached to each side of a housing web52at right angles. The housing flanges43may have a width L18. Screws51or other fasteners may pass through the housing web52and into a bottom gasket208, forcing a gasket contact surface53to press against the housing web52inner surface. Optionally, a sealant can be used between the housing web52and the gasket contact surface53. An upper surface of the housing web52may be attached to a bottom of the WBA sidewall38, such as by welding or other attachment means, such that the junction between the components may be water-resistant or water-tight. The bottom gasket208may have a height H5that exceeds an internal flange height H7, such that, when assembled and uncompressed, the bottom gasket208may have an exposed height H6. The bottom gasket208may have a width L8and a length that extends the length L5(FIG.23) of the WBA40. The bottom gasket208can be made of a compressible material, such as rubber, with physical properties that are suitable to create a mechanical seal to inhibit the flow of water, or other fluid, when the bottom gasket's208outer contact surface106is forced against a generally planar surface (e.g., a surface adjacent to a railroad track).

FIG.24Cshows a cross-sectional end view of the bottom GHA46as it is forced downward onto the planar surface6. As shown inFIG.24C, the housing flanges43may contact the planar surface6, the gasket208may be compressed and the exposed height H6(FIG.24B) may be forced to zero.FIG.24Cshows an embodiment in which the part of the flange43that contacts the planar surface6has a planar surface. As another option, the flange43may include a surface with a vertical saw-tooth pattern, which can extend along its length L5. Use of such a vertical saw-tooth pattern on the contact surface of the flange43may increase a friction coefficient between the flange43and the planar surface6as the points of the saw-tooth pattern may penetrate the planar surface6. A higher friction coefficient between the flange43and the planar surface6may increase a force (e.g., from water) required to move the deployed WBA40. The bottom gasket208may be compressed by opposing forces from the housing web52and the planar surface6onto the gasket upper53and lower106contact surfaces, respectively. The compressive forces against the bottom gasket208may create a water seal (e.g., a water-resistant or water-tight mechanical seal) between the housing web52inner surface and the gasket upper contact surface53as well as between the planar surface6and the gasket lower contact surface106, such that, together, water, or other fluid, may be inhibited or cannot pass from side A of the bottom gasket208to side B of the bottom gasket208.

FIG.25Ashows a cross-sectional end view of the WBA40withFIG.25Bshowing a detailed view82of the bottom GHA46prior to the WBA40landing on a ground level planar surface and where the bottom gasket208is uncompressed by said surface. The detailed view83shows the bottom GHA46after the WBA40has landed on a ground level planar surface6, where the bottom gasket208is compressed by the planar surface6, causing the gasket to form a horizontal, lower seal to inhibit or stop the flow of water from side A of the bottom gasket208to side B of the bottom gasket208.

FIG.26Ashows a cross-sectional top view of two opposing side GHAs45respectively of a first railcar1and a second, adjacent railcar2. The side GHAs45may be constructed and may operate by the same principles as the bottom GHA46as shown inFIGS.24A-24C, except that the side GHA45may attaches to the sidewall38with a vertical orientation and the gasket outer contact surface106may be designed to contact the gasket outer contact surface106of an adjacent connected WBA40from an adjacent railcar, or to contact a vertical planar surface (e.g., a wall). Given that the forces exerted on the side gasket49may be different than the forces exerted on the bottom gasket208, the side gasket49may be made with a rubber that has different physical properties including, but not limited to; abrasion resistance, compression set, elongation, hardness, resilience, specific gravity, tear resistance, tensile modulus, and tensile strength. In additional embodiments, the side gasket49may be made with the same material as the bottom gasket208. The first railcar1may have a side GHA45with a rubber side gasket49attached with screws51to the housing web52. The housing web52may have housing flanges43connected to it at right angles. The housing web52may be attached to the WBA sidewall extension41, and the side gasket49may have an outer contact surface106.

As shown inFIG.26A, opposing the first railcar's1side GHA45is a side GHA45from a second, adjacent railcar2. The side GHA45may have a rubber side gasket49attached with screws51(or another suitable fastener) to the housing web52. The housing web52may have housing flanges43connected to it at right angles. The housing web52may be attached to the WBA sidewall extension41. The side gasket49may have an outer contact surface106.FIG.26Bshows a cross-sectional top view of the two side GHAs45with the opposing gasket outer contact surfaces106brought together and subjected to compressive forces. A water seal7(e.g., a water-resistant or water-tight mechanical seal) may be created between the gasket outer contact surfaces106, such that water, or other fluid, may be inhibited or cannot pass from side A of the joined side gaskets49to side B of the joined side gaskets49. The opposing housing flanges43may not need to contact each other before the water seal7is sufficiently formed. Such flange contact may, in some embodiments and for some applications, be optional. However,FIG.122shows an example in which housing flanges43may contact each other when the water seal7is sufficiently formed.FIG.122also illustrates an embodiment in which the housing flanges43extending from the sidewall extensions41of the respective railcars1and2may abut against each other when the water barrier is formed. In some examples, configuring the housing flanges43to abut against each other in this manner may provide additional mechanical stability to the assembly and/or may provide another seal, in addition to the seal formed between the joined side gaskets49.

FIG.27shows a top view of WBAs40from a first railcar1and a second, adjacent railcar2that have been translated toward each other to create compressive forces on the side gaskets49by abutting the respective side gaskets49against each other. Vertical water seals7(e.g., water-resistant or water-tight mechanical seals) may be created between each WBA sidewall38of the first railcar1and of the second railcar2. For purposes of illustration, railroad tracks4are not shown inFIG.27.

Each of the railcars1and2may have two WBA sidewalls38. Deployment of the water barrier system may provide two separate and distinct barriers (e.g., along the two sidewalls38at the top and bottom ofFIG.27) that can inhibit or stop the flow of water from one side of the railcar to the other. This dual water barrier design may improve the system's effectiveness and reliability against the passage of flood water.

Having explained example components, systems, and methods related to the WBA underframe26, floor39, endwalls42, sidewalls38, bottom GHA46, side GHA45, etc., the description has provided details regarding basic concepts relating to the construction and use of the WBA40. Next, concepts relating to the Barrier Transport and Position System (BTPS), which may be used to move the WBA40to a desired location by rail and to deploy the WBA40as an effective water barrier, will be described.

FIG.28shows a top side view of a BTPS underframe23including BTPS end sills62at both ends of the BTPS underframe23, which may be attached at right angles to the BTPS side sills66. BTPS side sills66may be longer than the BTPS end sills62, which may result in a rectangular outer frame of the BTPS underframe23. The BTPS center sill68may be centered between and parallel to the BTPS side sills66and may terminate with connections to the BTPS end sills62. BTPS body bolsters63may be attached at a relatively short distance from, and may run parallel to, the BTPS end sills62and may terminate with connections to the BTPS side sills66. BTPS cross bearers65may be connected from BTPS side sill66to opposing BTPS side sill66by connecting through the BTPS center sill68at right angles. A BTPS floor22(not shown here, but may be similar to the floor22shown inFIG.11) may be supported by BTPS floor stringers67, which may be supported by stringer supports64. The BTPS center sill68may extend through the BTPS end sills62, where BTPS draft gear pockets69may be positioned. The BTPS draft gear pockets69may be sized and shaped to receive and/or support a draft gear, cushioning units, yoke, and railcar coupler assemblies.

FIG.29shows a bottom perspective view of the BTPS underframe23with the BTPS center sill68connected to the BTPS body bolsters63(e.g., at right angles). Each BTPS body bolster63may include a BTPS center plate59attached under an intersection of the BTPS body bolster63and the BTPS center sill68. Two side bearings70may be attached to each BTPS body bolster63, one on each side of the BTPS center plate59. Two trucks21(sometimes called “bogies”) may be positioned below the BTPS underframe23with BTPS truck bolster bowls60. When assembled, the BTPS center plates59may be fitted into the respective BTPS truck bolster bowls60of the trucks21.

FIG.30shows a top perspective view of the BTPS truck21with wheels75attached and held in position by the truck side frame assemblies74. The truck side frame assemblies74may be attached to the truck bolster73at right angles via a spring assembly267. The truck side frame assemblies74, truck bolster73, and spring assembly267may be parts of a suspension system of the truck21. When assembled, the truck bolster73may be fitted with two truck side bearings72that interact with BTPS underframe side bearings70to provide longitudinal roll stability to the BTPS underframe23when the BTPS is in motion on the railroad tracks4(see, e.g.,FIGS.12-14). The truck bolster73may be fitted with the BTPS truck bolster bowl60that may accept the BTPS center plate59(FIG.29) when the BTPS underframe23is assembled onto the BTPS truck21. When the assembled BTPS underframe23and BTPS trucks21are operated on railroad tracks, the mechanical interaction between the railroad track and trucks may provide a “gross” horizontal alignment between this and adjacent railcar assemblies. The automatic mechanical alignment of railcars into water barriers is a highly efficient aspect of this rail-based water barrier design. Methods for further improving the horizontal alignment between railcars (e.g., providing a “fine” alignment) will be discussed later in this document.

Starting atFIG.49, some of the drawings will show different views of the BTPS operating on different railroad track beds. So that these drawings can be better understood, some different views and kinds of railroad beds they represent will be described with reference toFIGS.31A-32C.

FIG.31Ashows a cross-sectional end view of a railroad track4with rails and crossties77. The crossties77may connect and hold the rails into a fixed position relative to each other and to a surrounding ground. The rails and crosstie77assembly is shown inFIGS.31A-31Csitting on a gravel railroad track bed5.FIG.31Bshows a cross-sectional end view of the railroad track with a BTPS truck21and its wheels75operating on top of the rails. The rails and crosstie77assembly is shown as sitting on the gravel railroad track bed5.FIG.31Cshows a side view of the railroad track with the BTPS truck21and its wheels75placed on top of the rails. The rails and crosstie77assembly is shown as sitting on the gravel railroad track bed5. Hereafter, the rails and crosstie77assembly (or another similar assembly) may also be referred to as railroad track(s)4.

FIG.32Ashows a cross-sectional end view of a railroad track4with an adjacent concrete structure48, which may partially enclose the railroad track4. The concrete structure48can be a concrete casting, for example. The concrete structure48may provide a railroad bed underneath the railroad track4and substantially planar surfaces6located on one or both sides of the railroad track4. In this case, the substantially planar surfaces6of the concrete structure48are illustrated at the same height, or horizontal plane109, as a top of the railroad track4. Because people may have access and need to walk or drive over the railroad track4, grade crossing panels76(a/k/a level crossing panels) may optionally be added to improve transit across the railroad track4. The concrete structure48is shown as a single unit. However, alternatively, two or more separate concrete structures with substantially planar surfaces6can be used and positioned along the sides of the railroad track4, and the railroad track bed can be made separately of concrete, gravel, or some other appropriate aggregate.FIG.32Bshows a cross-sectional end view of the railroad track4and concrete structure48with a BTPS truck21and its wheels75operating on top of the railroad track4.FIG.32Cshows a side view of the railroad track4and concrete structure48with the BTPS truck21and its wheels75operating on top of the railroad track4. In the side view ofFIG.32C, the view of the railroad track4is obscured by the concrete structure48. Therefore, in some of the following drawings having similar views, it should be understood that the BTPS truck21may actually be operating on railroad tracks4that are positioned inside or otherwise below a level of the concrete structure48.

FIG.33shows an exploded end view of a BTPS. The BTPS body bolster63is illustrated in a position over a BTPS truck21. The BTPS body bolster63may have a BTPS center plate59that connects to the bolster bowl60of the BTPS truck21. The BTPS truck21is shown in a position on the railroad track4. The BTPS floor22may be positioned above the BTPS body bolster63. Vertical control components55,56,57, and58for securing, lowering, and/or raising the WBA40relative to the railroad track4may be positioned above the BTPS floor22. Further descriptions relating to the vertical control components55,56,57, and58are provided below.

FIG.34Ashows an assembled BTPS, where the BTPS center plate59is fitted into and onto the bolster bowl60of the BTPS truck21. The BTPS floor22may be attached to the top of the BTPS body bolster63and the remainder of the BTPS underframe23. The vertical control components55,56,57, and58may be attached to the BTPS floor22and/or through the BTPS floor22and onto the BTPS body bolster63. The detailed view84ofFIG.34Bshows that the attachment of the vertical control components55,56,57, and58can be accomplished with screws51through the mounting flange61. However, other methods of attachment may be used, such as welding. Alternatively, the bottoms of the vertical control components55,56,57, and58can be made with tenons such that the vertical control components55,56,57, and58can be fitted into mortises provided in the BTPS floor22and BTPS body bolster63. The vertical control components55,56,57, and58secured by mortise and tenon can be further secured by screws, welds, or other fasteners.

FIG.35shows a side view of an assembled BTPS24. The BTPS underframe23may be supported by the BTPS trucks21that are attached near each end of the BTPS underframe23. The BTPS trucks21are illustrated as positioned and operating on the railroad track4. The BTPS floor22may be attached on top of the BTPS underframe23. Railcar couplers20and their associated assemblies may be attached to the BTPS underframe23via the BTPS draft gear pockets69(FIG.28) at each end of the BTPS24. The vertical control components55,56,57, and58may be attached on top of the BTPS floor22, as discussed above. A control systems housing79, which may contain a computer, electronics, a valve system, and other control components for operating the vertical control components55,56,57, and58, may be attached on top of the BTPS floor22. A pump and power housing99may also be positioned on and supported by the BTPS floor22. The pump and power housing99may contain a hydraulic fluid pump and an electric generator system. Alternatively, a single control systems housing79and its components may be configured to control the vertical control components55,56,57, and58of multiple railcars. In such embodiments, the single control systems housing79may be in information communication (e.g., via a wired or wireless connection) with the contents of several pump and power housings99of different respective railcars. Resource couplers54may be attached at each end of the BTPS24. In order to simplify the drawings, the resource couplers54are not shown in all of the potentially relevant drawings. However, the resource couplers54may be present in additional embodiments. Details regarding the function of the resource couplers will be discussed later in this disclosure.

The BTPS24may have four types of vertical control components55,56,57, and58, which may be referred to individually as the vertical guide rails55, the interlocking beams56, the WBA vertical position controlling cylinders57and the service/safety blocks58. These four vertical control components55,56,57, and58will be described individually and illustrated inFIGS.36-47. The WBA sidewalls38and endwalls42described above are removed inFIGS.36-47for purposes of illustration, so that the mechanical interactions between the vertical control components55,56,57, and58relative to the BTPS24and the WBA underframe26can more easily be seen. Since the WBA sidewalls38and endwalls42are normally firmly attached to the WBA underframe26, any movement of the WBA underframe26may cause a corresponding movement of the WBA sidewalls38and endwalls42.

FIG.36shows a partial cross-sectional side view of the BTPS24and WBA underframe26when assembled together. The vertical guide rail55may be attached to the BTPS floor22. The WBA underframe26is illustrated inFIG.36in an upper position above the BTPS floor22. The vertical guide rail55may be a vertically oriented cylinder made of, for example, rigid, hardened steel with a size (e.g., outer radius) sufficient to present resistance to lateral movement when subjected to expected lateral forces. In order to maintain control of the position of the WBA underframe26at all operational heights, the length of the vertical guide rail55may exceed a maximum operational height of the WBA underframe26. A smooth, rounded cap may be provided on top of the vertical guide rail55to aid in the proper alignment and lowering of the WBA40over the BTPS24during assembly. To assemble the WBA40to the BTPS24, the vertical guide rail55may be passed partially through and into the WBA's linear-motion bearing34. In embodiments that include four vertical guide rails55on each BTPS24, one located near each corner of the BTPS24, the four vertical guide rails55may be passed partially through and into four respective linear-motion bearings34on the WBA underframe26. The linear-motion bearings34may be sized and shaped to allow the vertical guide rails55to pass or slide through them vertically with low friction and lateral motion. In some embodiments, a lubricant (e.g., grease or oil) may be introduced between the vertical guide rails55and the linear-motion bearings34. The linear-motion bearings34can include one or more of various types of bearings including, but not limited to: ball bearings, roller bearings, or plain bearings (bushings). The vertical guide rails55and linear-motion bearings34may provide a mechanism to keep the WBA underframe26, and therefore the entire WBA40, horizontally aligned over the BTPS24as the WBA40is vertically lifted and/or lowered by another mechanism.

FIG.37shows a partial cross-sectional side view of the BTPS24assembled with the WBA40, with the WBA40located in a lower position above the BTPS floor22. In the view ofFIG.37, the WBA underframe26has been vertically lowered (relative to the upper position shown inFIG.36) and the mechanical interaction between the vertical guide rail55and linear-motion bearing34has restricted the WBA underframe26to a substantially vertical (e.g., substantially not horizontal) motion relative to the BTPS24. Thus, the WBA underframe26may be kept in continuous substantial horizontal alignment over the BTPS24as the WBA underframe26is lowered from the upper position (FIG.36) to the lower position (FIG.37).

Maintaining the substantial horizontal alignment of the WBA40over the BTPS24may ensure the proper operation of the entire WBA40as it moves vertically over the BTPS24.FIG.36andFIG.37show that the WBA end sill vertical plane140may be located outside the BTPS end sill vertical plane141. Therefore, a gap107may exist between the two vertical planes140and141. This gap is referred to herein as the WBA-to-BTPS gap107. The WBA-to-BTPS gap107may allow inner surfaces of the WBA end walls42(not shown inFIGS.36and37), which are attached to the WBA end sill's27outer surfaces, to slide past the BTPS24without striking and binding against the BTPS24as the WBA40is vertically lowered or lifted. The WBA-to-BTPS gap107is also identified inFIG.110, which also illustrates the WBA endwall42.

In addition,FIG.49shows that the WBA-to-BTPS gap107may exist between inner surfaces of the WBA sidewall38and outer surfaces of the BTPS24, such as for the same reasons as discussed above. The vertical guide rails55and linear-motion bearings34may facilitate the maintenance of the WBA-to-BTPS gap107between all four WBA walls38,42and the BTPS24, which may allow the WBA40to move up or down without striking and/or binding against the outer surfaces of the BTPS24. Thus, the WBA-to-BTPS gap107may help avoid the WBA40becoming stuck, immovable, and inoperable. Of course, due to mechanical constraints, the WBA sidewalls38or WBA endwalls42may occasionally bump into or strike against some part of the BTPS24during normal operation. However, the vertical guide rails55and WBA-to-BTPS gap107may inhibit (e.g., reduce or eliminate) binding of the WBA40against the BTPS24.

FIG.38Ashows another partial cross-sectional side view of the BTPS24fitted with a WBA vertical position controlling cylinder57. The term “vertical position controlling cylinder” will hereafter be referred to as “VPCC.” The WBA VPCC57may be attached to the BTPS floor22and may operate on a WBA VPCC strike plate36. The WBA VPCC57may be operated by pressurized hydraulic fluid (hydraulic oil). Basic hydraulic cylinder technology is well known to one of ordinary skill in the art. However, since hydraulic cylinders are employed by several embodiments of this disclosure, basic construction and operation will be discussed. The hydraulic cylinder of the WBA VPCC57may include a cylinder barrel211, in which a piston may be disposed. The piston may be connected to a piston rod212that may move back and forth relative to the cylinder barrel211. The cylinder barrel211may be welded closed on one end by a cylinder cap and flange assembly and the other end by the cylinder head through which the piston rod212may extend. The piston may include sliding rings and seals that prevent the hydraulic fluid from passing between the piston and cylinder barrel's211inner surfaces. The movement of the piston, and thus the movement of the piston rod212outward or inward (e.g., upward or downward), may be caused by hydraulic fluid pressure applied to either the cylinder's base port209or rod port210, and/or may be caused by the release of hydraulic fluid pressure from either the cylinder's base port209or rod port210. It should be noted that the larger diameter portion of the WBA VPCC57shown inFIG.38Arepresents the cylinder barrel211and the smaller diameter portion represents the piston rod212. Hydraulic fluid pressure may be produced by a hydraulic fluid pump that is connected to a series of valves to regulate the hydraulic fluid flow through connecting hoses100to the ports209and210, as seen in the detailed view81inFIG.38B.

Although not shown, the cylinder ports of this disclosure may, when fully assembled, include connecting hoses100to their respective controlling valves. The valves can be controlled manually or by a controlling computer. In some examples, multiple railcars will be used to establish a water barrier defense. Accordingly, computer automation and computer regulation of such controlling valves may be useful to efficiently and accurately deploy the disclosed system to form a water barrier. To appropriately regulate the operation of valves, the system may use position sensing “smart cylinders” to send position data to the controlling computer. Such smart cylinders may include an attached external sensing “bar” that may use the Hall Effect (or another position-sensing mechanism) to sense the position of a permanent magnet in the piston through the walls of the cylinder barrel211. Since the piston may be connected to the piston rod212, the smart cylinder can provide position data for the piston rod212and, by mechanical connection, position data of other components connected to the piston rod212. In this case, since the piston rod212is operating on the WBA VPCC strike plate36of the WBA40, the WBA VPCC57may send vertical position data of the WBA40to the controlling computer through a wired or wireless connection. As shown inFIGS.34A and35, in some embodiments, each BTPS24may include four WBA VPCCs57, with one WBA VPCC57located in each corner region of the BTPS24. With vertical position data being supplied by each of the WBA VPCCs57and fed into a controlling computer, the controlling computer can regulate the valves of the WBA VPCCs57such that the WBA40can be vertically raised or lowered while the WBA underframe26remains substantially parallel to the BTPS underframe23.FIG.38Ashows the WBA VPCC57in its upper, extended position.FIG.39shows the WBA VPCC57in a lower, retracted position. Substantially uniform lifting and lowering of the WBA40by the WBA VPCCs57may be performed to avoid any significant non-uniform, non-parallel, lifting or lowering of the WBA40that might otherwise cause the linear-motion bearings34to strike and bind against the vertical guide rails55or the WBA sidewalls38or WBA endwalls42to strike and bind against the BTPS24.

The disclosed system can be fitted with discrete vertical distance and/or position sensors to provide data to the controlling computer that is independent of, or in place of, data provided by the smart cylinders. As shown inFIG.38AandFIG.39, WBA position sensors80may be attached to internal surfaces near each corner of the WBA40and BTPS24to provide distance data between the two platforms by a wired or wireless connection. The system can also be fitted with ultrasonic sensors, which will be discussed in greater detail below. In either case, the position data may be sent to one or both of a manual control panel or the controlling computer, where this data can be used to validate or override the data provided by the smart cylinders (if smart cylinders are employed).

FIG.40shows another partial cross-sectional view of the BTPS24and WBA40, taken from a view of an interlocking beam56interposed between the WBA40and BTPS24. The bottom of the interlocking beam56may be attached to the BTPS24by a first mounting bracket and clevis hinge assembly86, and the top of the interlocking beam56may be in contact with interlocking beam strike plate35. Thus, the interlocking beam56may support at least a portion of the weight of a WBA40. The interlocking beam56can be made of a steel I-beam or material of another configuration with sufficient strength to support the WBA40(together with other interlocking beams56, as described above). In its vertical position (shown inFIG.40), the interlocking beam56may mechanically block the WBA40from being vertically lowered toward the BTPS24and, therefore, may lock the WBA40an upper position. The interlocking beam56can be rotated around the clevis pin axis provided by the first mounting bracket and clevis hinge assembly86. A clockwise (from the view ofFIG.40) rotation71of the interlocking beam about the clevis pin axis may result in lowering of the interlocking beam56from a raised position. Conversely, a counter-clockwise (from the view ofFIG.40) rotation171may result in the raising of the interlocking beam56from a lowered position to the raised position. The interlocking beam56may be raised or lowered by, for example, an interlocking beam controlling cylinder78. One end of the interlocking beam controlling cylinder78may be attached to the BTPS floor22with a second mounting bracket and clevis hinge assembly87and the other end of the interlocking beam controlling cylinder78may be attached to the interlocking beam56with a third mounting bracket and clevis hinge assembly85. The interlocking beam controlling cylinder78may be hydraulically operated by valves to supply hydraulic fluid to the cylinder's ports by connecting hoses (like the hoses100shown inFIG.38B). The valves can be operated manually or by computer control. As the interlocking beam controlling cylinder78is operated to draw the piston rod inward toward the cylinder barrel, the mechanical connection between the interlocking beam controlling cylinder78and the interlocking beam56may force the interlocking beam56to rotate clockwise71around the first mounting bracket and clevis hinge assembly86to result in the lowering of the interlocking beam56. In some embodiments, rotating of the interlocking beam56from the raised position to the lowered position may be facilitated by extending the WBA VPCC57(FIG.38A) to relieve at least some weight on the interlocking beam56.

FIG.41shows the interlocking beam56in a lowered position. Conversely, as the interlocking beam controlling cylinder78is operated to extend the piston rod outward from the cylinder barrel, the mechanical connection between the interlocking beam controlling cylinder78and the interlocking beam56may force the interlocking beam56to rotate counter-clockwise171around the first mounting bracket and clevis hinge assembly86, which may result in the raising of the interlocking beam56to the raised position shown inFIG.40. To remove or restore the interlocking beam56from or to its fully raised, vertical position, the WBA40may be lifted slightly and temporarily by the WBA VPCCs57(FIG.38A) such that there is an air gap between the top of the interlocking beam56and the interlocking beam strike plate35of sufficient size to allow the interlocking beam56to rotate without contacting the interlocking beam strike plate35.

FIG.42shows an alternative embodiment of an interlocking beam56, in which the interlocking beam56may be operated by the same interlocking beam controlling cylinder78, but the hinging mechanism at the bottom of the interlocking beam56is modified compared to the embodiment discussed above. Instead of using the first mounting bracket and clevis hinge assembly86that has a single hinge, a double hinge assembly may be used to allow the bottom of the interlocking beam56to come in direct contact with the BTPS floor22(or with a component, such as a plate, connected to the BTPS floor22). The BTPS floor22may be capable of reliably sustaining greater vertical and lateral forces compared to the hinge pin of the single hinge assembly86discussed above. One end of the double hinge assembly may be attached to the BTPS24with a fourth mounting bracket and clevis hinge assembly92, and the other end of the double hinge assembly may be attached to the interlocking beam56by a fifth mounting bracket and clevis hinge assembly90. The fourth mounting bracket and clevis hinge assembly92and the fifth mounting bracket and clevis hinge assembly90may be connected by a double clevis link91. At its first end, the double clevis link91may be rotationally attached to the clevis pin of the fourth mounting bracket and clevis hinge assembly92and, at its other end, the double clevis link91may be rotationally attached to the clevis pin of fifth mounting bracket and clevis hinge assembly90. As the interlocking beam56is rotated counter-clockwise171by the interlocking beam controlling cylinder78, the double clevis link91may also rotate counter-clockwise171until the bottom of the interlocking beam56lands on the BTPS floor22. As shown inFIG.44, after landing on the BTPS floor22, the interlocking beam56may continue its counter-clockwise rotation171until the interlocking beam's upper portion97strikes the beam stop block94. The mechanical action of the double hinge assembly may ensure that the bottom of the interlocking beam56lands consistently and reliably in a fixed location on the BTPS floor22.

Referring toFIG.42, in order to decrease the frictional forces when the interlocking beam56lands on the BTPS floor22, a trunnion88and trunnion bearing89may be added to the bottom of the interlocking beam56and interlocking beam56landing spot on the BTPS floor22, respectively.

Referring toFIG.43A, the trunnion88can be formed from a cylinder (e.g., a thick, hard, steel cylinder) of sufficient length L11and radius, such that when cut in a plane across its diameter, one of the resulting semi-circle halves can cover the bottom213of the interlocking beam56and be attached to the interlocking beam56by a weld. The trunnion bearing89can be formed with a shape that is complementary to the trunnion88. For example, a steel block214(e.g., a thick, hard, steel block214) of sufficient size may be formed (e.g., molded, cut) with a semi-cylindrical groove with a length and radius slightly larger than the trunnion's88length and outer radius, such that the trunnion88can easily fit into the trunnion bearing89. To prevent the inserted trunnion88from working its way out of the sides of the trunnion bearing89, blocking plates215(e.g., thick steel blocking plates215), as shown inFIG.43B, can be attached and welded to cover both sides of the trunnion bearing89.

Referring toFIG.43B, alternatively, the steel block214can be fabricated with integral steel walls blocking both sides of the trunnion bearing89. In additional embodiments, the trunnion bearing89can be set in the BTPS floor22, and portions of the BTPS floor22may block the trunnion88from moving within the trunnion bearing89. The steel block214, with the trunnion bearing89, can be mounted onto the BTPS floor22or into the BTPS floor22where it can be attached to the underlying BTPS body bolster63by weld, bolt or other attachment means. Grease can be applied to the trunnion88and trunnion bearing89contact surfaces to reduce friction and wear between the trunnion88and trunnion bearing89.

Referring toFIG.42andFIG.44, as the interlocking beam controlling cylinder78is operated to extend the piston rod outward from the cylinder barrel, the mechanical connection between the interlocking beam controlling cylinder78and the interlocking beam56may force the interlocking beam56to rotate counter-clockwise171around the double hinge assembly. The double hinge assembly's radial action may place the interlocking beam's trunnion88into the trunnion bearing89as the interlocking beam56rotates to a vertical position. It should be noted that the placement of the interlocking beam's trunnion88into the trunnion bearing89may lock the bottom of the interlocking beam56into a fixed position such that normal lateral forces cannot move it, such as during transportation of the system along the railroad track4(which may subject the system to significant lateral movements, vibrations, and forces).

In some embodiments, the disclosed system may also include a mechanism to lock an upper portion of the interlocking beam56into its raised position. Referring toFIG.42andFIG.43C, the interlocking beam strike plate35may be modified by increasing its size (relative to some other embodiments shown and described in this application) to include a beam stop block94and a beam locking gear96. The following process may use these components to lock the upper portion of the interlocking beam56in its vertical position.

Referring toFIG.42andFIG.44: (1) The WBA40may be positioned at a height such that, as the interlocking beam56rotates counter-clockwise171to its vertical position, the upper portion97of the interlocking beam56may not come in contact with the beam locking gear96, but strikes the beam stop block94on its inner surface95, where the beam stop block94stops the counter-clockwise rotation of the interlocking beam56. (2) After a beam position switch111(shown inFIG.43C) or other position sensor verifies that the interlocking beam56is in its proper vertical position, the WBA VPCCs57may lower the WBA40until the interlocking beam strike plate35(labeled inFIG.43C) contacts and rests on interlocking beam56, as shown inFIG.45. (3) With the WBA40resting on the interlocking beam56, the beam stop block94and beam locking gear96may prevent the interlocking beam56from rotating clockwise71or counter-clockwise171and may, therefore, lock the interlocking beam56into its vertical position. It should be noted that steel plates, similar to the blocking plates215(FIG.43B), can be attached and welded to cover both sides of the interlocking beam strike plate35in order to inhibit lateral motion of the interlocking beam's upper portion97.

The following process can be used to unlock and lower the interlocking beam56. Referring toFIGS.44and45: 1) The WBA VPCCs57can be operated to lift the WBA40to a height such that the beam locking gear96no longer restricts the ability of the interlocking beam56to rotate clockwise71. 2) The interlocking beam controlling cylinder78can then be operated to draw the piston rod inward toward the cylinder barrel. The mechanical connection between the interlocking beam controlling cylinder78and the interlocking beam56may force the interlocking beam56to rotate clockwise71around the double hinge assembly to result in the lowering of the interlocking beam56until the interlocking beam56strikes and rests on the resting block93, as shown inFIG.42. All of these processes can be controlled manually or by a controlling computer that automates the processes with software code.

FIG.46shows another cross-sectional side view of the BTPS24and WBA40. A service/safety block58may be rigidly attached to the BTPS floor22. The service/safety block58can be made out of a steel I-beam, a solid steel block, or another suitable material and configuration. In the event that any of the components of the BTPS24or systems fail such that the WBA40falls uncontrollably, the service/safety block58may provide a stopping mechanism to prevent the WBA40from falling below a fixed height. For example, in the perspective shown inFIG.47, the WBA40has fallen and landed onto the service/safety block58. The service/safety block strike plate37has struck the top of the service/safety block58and stopped the descent of the WBA40. For example, further descent (e.g., in the absence of the service/safety block58) may have damaged the pump and power housing99and potentially other systems and components on the BTPS floor22. The service/safety block58can also prevent the WBA40from falling and harming maintenance and service personnel working in the area.

FIG.48shows a diagram of control systems that may include: a sensors interface101; a GPS railcar location system102; a wired/wireless communications and LAN network system103; a controlling computer system104; a hydraulic fluid pump and electric power generation system99; a computer-controlled hydraulic valve system108connected to a plurality of controlling cylinders with connecting hoses100. These systems, as well as other systems and components, may be made to be waterproof, including the pump and power housing99, which may automatically seal itself from the environment when the system is in a deployed mode. However, during the deployed mode, all of the system's control systems may remain electrically powered by battery systems located in the pump and power housing99and may remain functional and operate as follows:

The sensors interface101may receive data including, for example, distance, pressure, position, velocity, acceleration, video, and all other data from various sensors including switches, smart cylinders, position sensors, distance sensors, pressure sensors, ultrasonic sensors, video cameras, and other sensors. The sensors interface101may communicate the data to the controlling computer system104. The data may be transmitted to a remote command and control station. The locations and identifications of all sensors, including the IDs of railcars where used, and the physical locations of the sensors on the railcars, may be transmitted along with the other data.

The GPS railcar location system102may receive wireless satellite location data to provide an accurate location of each railcar. The location data may be communicated to the controlling computer system104.

The wired/wireless communications and LAN network system103may communicate bi-directionally with a remote command and control station. The remote command and control station may be able to send various commands to the controlling computer system104for the operation of the railcar. Such commands can include the activation of a sequence of several automated processes. The LAN network system103may provide a LAN network that may allow the controlling computer system104to communicate with components and systems on the railcar, as well as to communicate with adjacent connected railcars and their controlling computer systems104through the resource coupler54.

The pump and power housing99, if so equipped, may contain the hydraulic fluid pump and electric power generation system that generates hydraulic fluid pressure and electric power to operate the railcar's components and electrical systems. The controlling computer system104may activate, monitor, and regulate the output of the hydraulic fluid pump and electric power generation systems. Alternatively, the hydraulic fluid pressure and/or electric power can be supplied by a locomotive (e.g., the locomotive189shown inFIG.118), in which case the controlling computer system104may still activate, monitor, and regulate fluid pressure and power that may impact the function of the railcar. As another alternative, the hydraulic fluid pressure and/or electric power can be supplied by an adjacent connected railcar, in which case the controlling computer system104may still activate, monitor, and regulate the fluid pressure and power impacting the function of the railcar. The pump and power housing99may also be the location of the railcar system's batteries, as well as back-up batteries. As an option, the system can be fitted with controlling cylinders that operate electrically, where the electrical controlling cylinders may have their own electric motors that drive hydraulic pumps to actuate the piston rods and attached components. Such electrical controlling cylinders, if present, may replace or augment the hydraulic controlling cylinders described above. The electrical cylinders would be operated by the controlling computer system104. The electric controlling cylinders may lack the connecting hoses100and a computer controlled hydraulic valve system, but may use more robust wiring and electrical power generation.

As another option, instead of using electrical controlling cylinders for the WBA VPCCs57,FIG.119shows the railcar with an electric winch241replacing the function of the WBA VPCCs57. Such an electric winch241may be attached to the BTPS floor22and may operate on a winch cable242that may pass through a winch cable hole243in the WBA underframe26and WBA floor39. The winch cable242may be positioned within the groove of a winch pulley244. The winch cable242may loop around the winch pulley244and be attached to a winch cable anchor245. The winch cable anchor245, in turn, may be securely attached to the WBA floor39and WBA underframe26structure. The electric winch241may be operated by the controlling computer system104. As the electric winch241is operated to draw the winch cable242inward toward the electric winch241, the winch cable242may pass around the winch pulley244to lift the WBA40vertically. Conversely, as the electric winch241is operated to release the winch cable242, the winch cable242may pass around the winch pulley244in an opposite direction to lower the WBA40vertically.

Referring again toFIG.48, the computer controlled hydraulic valve system108may regulate hydraulic fluid from the hydraulic fluid pump to the various connected hydraulic cylinders including: the WBA VPCCs57, the interlocking beam controlling cylinders78, the primary wave deflector controlling cylinders178, the secondary wave deflector controlling cylinders201, and all other hydraulic cylinders105. All controlling cylinders may be connected to the computer controlled hydraulic valve system108by connecting hoses100, which may transport the hydraulic fluid to or from the controlling cylinders. The computer-controlled hydraulic valve system108may be electronically controlled by the controlling computer system104, which may regulate the valves to operate the various controlling cylinders to perform as desired.

The controlling computer system104may send and receive data from the various connected systems, such as the sensors interface101, the GPS railcar location system102, the wired/wireless communications and LAN network system103, the hydraulic fluid pump, the electric power generation system99, and the computer-controlled hydraulic valve system108. The controlling computer system104may also be able to transmit data to or receive data from adjacent connected railcars through the resource coupler54, or wirelessly through the wired/wireless communications and LAN network system103. Resource couplers54may be provided at each end of the railcar to provide a connection between the railcars to transmit electrical power, electronic data, hydraulic fluid, and/or pneumatic fluid (e.g., air) or other resources to the railcars as needed. The controlling computer system104may also be able to communicate with the locomotive189(shown inFIG.118) through the resource coupler54or wirelessly through the wired/wireless communications and LAN network system103, such as to activate, monitor, and/or regulate the movement of the locomotive189that may aid any of the processes (e.g., deployment or removable) performed by the railcars. Through a software validation process performed by controlling computer systems104on adjacent railcars, in the event that a controlling computer system104on any one railcar fails, a controlling computer system104on one of the adjacent railcars may take over the function(s) of the failed controlling computer system104and may report the failure and system override to the remote command and control station. Optionally, the command and control station operator can manually override a failed controlling computer system104with a fully operational controlling computer system104on an adjacent railcar.

The controlling computer system104may operate by software code that is stored on a local hard drive or other memory device (e.g., a non-transitory storage medium). The software code may contain commands to operate all systems and components, including the controlling cylinders, on the railcar. The software code may allow all of the connected railcars' controlling computer systems104to communicate and work co-operatively with each other to perform automated processes, such as the transformation of the connected railcars into a water barrier, or the reverse of the process, namely the transformation of the water barrier back into the railcar form that is ready for transport on railroad tracks. Each railcar may be identified electronically with its own unique identifier, and the controlling computer systems104may use these identifiers during communications. The remote command and control station may use these unique identifiers so that it can activate, monitor, and/or regulate, as needed, the performance of the individual railcars that form part of a dispatched train. Given that a dispatched train can contain hundreds of railcars according to the present disclosure, the controlling computer system104may facilitate control, automation, speed, efficiency, and effectiveness of the system's processes.

The railcar may be considered to have six basic modes of operation, all of which may be activated, monitored, and/or regulated by the controlling computer system104. The first five modes of operation may regulate the vertical position of the WBA40and they may include: the “transport mode;” the “interlock transition mode;” the “WBA vertical motion enabled mode;” the “WBA deployed mode;” and the “WBA service/safety mode.” All five of these modes are shown in various of the drawingsFIGS.49-66. The sixth mode is referred to herein as the “barrier assembly mode,” and this mode may regulate the horizontal position of the WBA40. The barrier assembly mode will be discussed in greater detail later in this disclosure.

FIG.49shows a cross-sectional end view of a railcar in the transport mode. In the transport mode, the WBA underframe26may be locked at a level217by the WBA underframe26resting on the interlocking beams56, which may be positioned and locked in their vertical positions. The piston rods of the WBA VPCC57may be operated to their fully retracted (i.e., fully lowered) positions where they are disengaged from the WBA underframe26. The WBA body bolster30may be a part or a component of the WBA underframe26, and the level217may corresponds to a horizontal plane established at the bottom of the WBA underframe26. The transport mode may be considered the mode used when the railcars are in the process of being moved by a locomotive along the railroad track4, or when the railcars are in storage. Once the locomotive positions the railcars at their target locations for deployment, other modes of operation may be employed to transform the railcars into a water barrier.

FIG.50shows a semi-transparent side view of the railcar shown inFIG.49. The WBA underframe26may be resting the interlocking beams56that are locked in their vertical positions, and the piston rods of the WBA VPCCs57may be operated to their fully retracted (i.e., fully lowered) positions.FIG.51shows an opaque side view of the railcar shown inFIG.50, to illustrate that the railcar may have an overall outward appearance similar to, but not necessarily identical to, a conventional gondola railcar. For example, the bottom of the WBA40may ride at a conventional height of a gondola railcar sidewall above the railroad track4.

FIG.52shows a cross-sectional end view of the railcar in an interlock transition mode. In the interlock transition mode, the piston rods of the WBA VPCCs57are operated to lift the WBA underframe26to an upper height, at a level216, after which the retracting motion of the interlocking beams' upper portions97may not strike any part of the WBA underframe26and the interlocking beams56can be raised or lowered freely without interference.

FIG.53shows a semi-transparent side view of the railcar shown inFIG.52, where the piston rods of the WBA VPCCs57are operated to an upper height such that the motion of the interlocking beams' upper portions97may be free from interference from any part of the WBA underframe26.FIG.54shows an opaque side view of the railcar shown inFIG.53, where the railcar has an outward appearance similar to, but not necessarily identical to, a conventional gondola railcar, except that the bottom of the WBA40may ride slightly higher than a conventional height of a gondola railcar sidewall above the railroad track4.

FIG.55shows a cross-sectional end view of the railcar in the WBA vertical motion enabled mode. In the WBA vertical motion enabled mode, the interlocking beams56may be in their fully lowered positions, and the WBA40may be vertically suspended by the extended WBA VPCCs57. With the interlocking beams56fully lowered, the WBA VPCCs57can vertically raise or lower the WBA40without vertical mechanical restrictions, other than the mechanical restrictions that may be imposed by the WBA40landing on top of a planar surface6or on top of the service/safety blocks58. In this example, the WBA VPCCs57are illustrated to have positioned the WBA underframe26at its highest level216.

FIG.56shows a semi-transparent side view of the railcar shown inFIG.55, where the interlocking beams56are in a lowered position and the WBA40is vertically suspended by the WBA VPCCs57. With the interlocking beams56fully lowered, the WBA VPCCs57can vertically raise or lower the WBA40without vertical mechanical restrictions, other than the mechanical restrictions that may be imposed by the WBA40landing on top of a planar surface6or on top of the service/safety blocks58.FIG.57shows an opaque side view of the railcar shown inFIG.56, where the railcar has an outward appearance similar to, but not necessarily identical to, a conventional gondola railcar, except that the bottom of the WBA40may ride slightly higher than a conventional height of a gondola railcar sidewall above the railroad track4.

FIG.58shows a cross-sectional end view of the railcar in the WBA vertical motion enabled mode, where the interlocking beams56are in their lowered positions and the WBA VPCCs57have positioned the WBA underframe26at a mid-level218, approximately halfway between its highest level216and its lowest level220.FIG.59shows a semi-transparent side view of the railcar shown inFIG.58, where the interlocking beams56are in their lowered positions and the WBA VPCCs57have positioned the WBA underframe26at a mid-level218, approximately halfway between its highest level216and its lowest level220.FIG.60shows an opaque side view of the railcar shown inFIG.59, where the railcar has an outward appearance similar to, but not necessarily identical to, a conventional gondola railcar, except that the bottom of the WBA40may be positioned substantially closer to ground level than a conventional gondola railcar sidewall, to a position where the views of the BTPS trucks21are partially hidden by the WBA sidewall38.

FIG.61shows a cross-sectional end view of the railcar positioned at its target location where the railcar is in a WBA deployed mode. In the WBA deployed mode, the interlocking beams56and WBA VPCCs57may be in their fully lowered positions, and the WBA40may be positioned on top of the planar surface6to create a water-resistant or water-tight seal between the bottom gasket208and the planar surface6. The WBA underframe26may be positioned at a level219, which may result in air gaps between the top of the piston rods of the WBA VPCCs57and the WBA VPCC strike plates36, as well as air gaps between the top of the service/safety blocks58and the service/safety block strike plates37.FIG.62shows a semi-transparent side view of the railcar shown inFIG.61, where the interlocking beams56and WBA VPCCs57may be in their fully lowered positions, and where the WBA40has landed on top of the planar surface6to create a water-resistant or water-tight seal between the bottom gasket208and the planar surface6.FIG.63shows an opaque side view of the railcar shown inFIG.62, where the railcar may have an outward appearance of a water barrier on top of a solid (e.g., concrete) structure.

FIG.64shows a cross-sectional end view of the railcar in the WBA service/safety mode. In the WBA service/safety mode, the interlocking beams56and WBA VPCCs57may be in their fully lowered position and the WBA underframe26may be positioned on top of the service/safety blocks58. The WBA service/safety mode can occur intentionally, such as when an emergency field service is required on the railcar, or unintentionally, such as when there has been a failure of both the interlocking beams56and the WBA VPCCs57, and/or systems that control them.FIG.65shows a semi-transparent side view of the railcar shown inFIG.64, where the interlocking beams56and WBA VPCCs57may be in their fully lowered position and the WBA underframe26may be positioned on top of the service/safety blocks58.FIG.66shows an opaque side view of the railcar shown inFIG.65, where the railcar may have an outward appearance similar to, but not necessarily identical to, a conventional gondola railcar, except that the bottom of the WBA40may be close to the railroad bed5.

During a hurricane, torrential rains can overwhelm municipal storm drain systems, causing flooding and substantial land inundation. To reduce or eliminate problems caused by such flooding, a water pump system263(components of which are shown inFIGS.64-66,79,80and117) may optionally be added to the disclosed systems to draw excess water from storm drains.FIG.64illustrates an end view of the water pump system263positioned on the WBA floor39. The pump's intake pipe261and discharge pipe262pass through opposing sidewalls38of the WBA40.FIG.65shows a side view of the water pump system263. The pump intake pipe261and pump discharge pipe262are connected to the water pump system263.FIG.66shows a side view of the sidewall38, with the pump intake pipe261emerging through the sidewall38. The pump discharge pipe262emerges through the sidewall38on the opposite side of the WBA40in a similar manner.

FIG.79shows the WBA40at its target destination in the transportation mode. A storm drain draw pipe260is illustrated in a disengaged position.FIG.80shows the WBA40in the WBA deployed mode, with the storm drain draw pipe260in an engaged position, connected to the pump intake pipe261. An opposite end of the storm drain draw pipe260is connected to a municipal storm drain system such that the pipe can draw water from the storm drain system. When the water pump system263is activated, the water pump system263may pull storm drain water through the storm drain draw pipe260and the pump intake pipe261and into the water pump system263. The water pump system263may then discharge the storm drain water through the pump discharge pipe262, such as to deposit the storm drain water on the ocean side149of the WBA40. As an option, the pump discharge pipe262may include a connector to attach a longer discharge pipe or hose as needed. As an option, water next to the WBA40and above ground level can be drawn into the pump by providing a shorter storm drain draw pipe260, such as to a length L20(FIG.80) above the ground level. Optionally, a water channel provided by such a shorter storm drain draw pipe260of length L20may be made as an integral part of, or connected to, the sidewall38.

The water pump system263can also be used to flood or purge water from the WBA upper section98. To flood the WBA upper section98, the pump intake pipe261and storm drain draw pipe260(e.g., of length L20) may be positioned on either WBA sidewall38next to a water source. The pump discharge pipe262may be mechanically reconfigured to discharge water into the WBA upper section98. Vertical guide rail covers187, shown inFIG.120A, may be installed and the WBA upper section98sidewall38and floor39construction may be configured to be waterproof, to the extent necessary to hold water in the WBA upper section98as desired. To purge water from the WBA upper section98, the pump intake pipe261may be mechanically configured to draw water from the WBA upper section98and the pump discharge pipe262may be mechanically configured to discharge the water outside either sidewall38, as represented inFIG.80.

The water pump system263may be manually operated or operated by computer control. For example, a series of manually operated or computer-controlled valves may be provided to select a water source to the water pump system263and a destination for water flow from the water pump system263to perform the flooding or purging functions as described above. The water pump system263may be driven by an engine or electric motor, either of which may be waterproofed to the extent necessary for reliable operation. If driven by an electric motor, the electrical power may be provided by internal or external sources. Potential example internal electrical power sources include an onboard electric power generator, a battery, or a locomotive connected through the resource coupler54. Example external electrical power sources include a municipal power supply, an external electric power generator, or a locomotive189positioned near the water pump system263.

Having discussed the five modes relating to the regulation of the vertical position of the WBA40, we will now discuss the mode relating to regulating the horizontal position of the WBA40, referred to as the “barrier assembly mode.”

In the barrier assembly mode, the controlling computer system104may operate controlling cylinders to draw adjacent connected railcars together, such as until the side gaskets49contact each other and create a water-resistant or water-tight seal between them.FIG.67shows a side view of two railcars1and2prior to the mutual contact of the side gaskets49that are part of the WBA side GHAs45, as discussed above. While the WBA40is shown as partially lowered, the operation of translating the railcars1and/or2toward each other may occur while the WBA is in an upper position, in a lower position, in an intermediate position, or during a transition between the upper position and the lower position.

FIG.68Ashows a cross-sectional view andFIG.68Bshows a side view of a portion of the BTPS24. The BTPS floor22may be attached to the top of the BTPS underframe23. The BTPS underframe23may be connected to the top of the BTPS truck21. The BTPS truck21may be positioned on top of the railroad track4. The components positioned on top of the BTPS floor22are not shown inFIGS.68A and68Bfor clarity. The BTPS24may include a railcar coupler20connected to the center sill, which cannot be seen in the side view of the BTPS24, however, illustrated above the BTPS24is a cross-sectional view of the BTPS center sill68assembly to view internal components of the BTPS24below. An inner sill controlling cylinder113may be positioned within the BTPS center sill68assembly. The inner sill controlling cylinder113may be operated by the controlling computer system104described above. The inner sill controlling cylinder113may be attached to the inner sill120at the rod/sill connection point124. The inner sill120may also contain a draft dear/yoke assembly118that may be connected to the coupler shank119. The coupler shank119may exit the BTPS draft gear pocket69(shown and labeled inFIG.28) and may end at the railcar coupler20.

The inner sill120may slide within the BTPS center sill68along the longitudinal axis of the BTPS center sill68. Inner sill controlling cylinder113may be locked into position by cylinder movement stop blocks112. The inner sill controlling cylinder113may control the longitudinal position of the inner sill120relative to the BTPS center sill68and, by mechanical connection, the longitudinal position of the railcar coupler20relative to the BTPS center sill68. In a first configuration scenario, the controlling computer system104has operated the inner sill controlling cylinder113such that the rod/sill connection point124is positioned at a neutral position115, and, by mechanical connection, the railcar coupler20is also positioned at its neutral position122.

FIG.69Ashows a second configuration scenario, where the controlling computer system104has operated the inner sill controlling cylinder113within the center sill68A such that the rod/sill connection point124is positioned at its maximum retracted position114, and, by mechanical connection, the railcar coupler20is also positioned at its maximum retracted position121. In a third configuration scenario, shown inFIG.69B, the controlling computer system104has operated the inner sill controlling cylinder113within the center sill68B such that the rod/sill connection point124is positioned at its maximum extended position116, and, by mechanical connection, the railcar coupler20is also positioned at its maximum extended position123. The BTPS24shown atFIG.69Cis identical to the BTPS24atFIG.68Band is provided inFIG.69Cas a visual reference for the railcar coupler20in its neutral position122.

Three configuration scenarios have been explained, but it should be understood that the controlling computer system104may have the ability to operate the inner sill controlling cylinder113, the rod/sill connection point124, and the railcar coupler20to any desired position between its maximum retracted114and maximum extended116positions.

Referring again toFIG.67, the controlling computer system's104ability to operate the inner sill controlling cylinder113to retract the railcar coupler20may horizontally draw the first railcar1and the second railcar2toward each other, until such a point that their respective side gaskets49contact and seal against each other. One or both of the railcars1and2may retract their respective railcar couplers20to draw the two railcars toward each other until they join. The inner sill controlling cylinders113may be sized such that the maximum retracted length from the neutral position, for any one inner sill controlling cylinder113, may exceed a length necessary to draw the adjacent connected railcar together to make the necessary side gasket49contact and seal.

The modified BTPS center sill68assembly has been described in the context of being applied to one end of the BTPS24. This modification (with the addition of the inner sill controlling cylinder) may also be provided on an opposite end of the BTPS24. Therefore, each BTPS24may include two inner sill controlling cylinders113operated by the controlling computer system104. Finally, the barrier assembly mode can also be used to separate railcars that may be joined at their side gaskets49. For example, the controlling computer system104may be able to operate the inner sill controlling cylinders113to extend the positions of the railcar couplers20to their neutral positions115, which may re-establish a distance between the WBAs40sufficient for operation in the transport mode.

As a locomotive moves a plurality of railcars on the railroad track4, forces on the railcar couplers20may become high. Such forces may be caused by the physical actions of the connected railcars during starting, stopping, coupling, acceleration, and deceleration, which can result in high pushing and pulling forces (also referred to as “buffing and drafting”) on the railcar couplers20. Since the railcar couplers20may be mechanically connected to the inner sill controlling cylinders113, any forces applied to the railcar couplers20may also be immediately applied to the inner sill controlling cylinders113. To protect the inner sill controlling cylinders113from wear and potentially damaging forces, the BTPS24may be provided with inner sill locking mechanisms. When engaged, the inner sill locking mechanisms may mechanically lock the inner sills120to the outer BTPS center sill68and, as a result, may redirect forces on the railcar coupler20to the BTPS center sill68and away from the inner sill controlling cylinders113.

FIG.70Ashows a cross-sectional top view of a BTPS center sill68assembly. The inner sill locking system may include an inner sill lock deadbolt controlling cylinder125, an inner sill lock deadbolt126, and sill deadbolt hole117. The inner sill lock deadbolt controlling cylinder125may be connected to and may control the position of the inner sill lock deadbolt126. The inner sill lock deadbolt controlling cylinder125may be operated by the controlling computer system104. In the state shown inFIG.70A, the inner sill lock deadbolt controlling cylinder125and inner sill lock deadbolt126have been operated to their fully retracted position. In this position, the inner sill lock deadbolt126may be disengaged from the sill deadbolt hole117. With the inner sill lock deadbolt126out of the sill deadbolt hole117, the inner sill120is free to slide within the BTPS center sill68, as controlled by the inner sill controlling cylinder113. The sill deadbolt hole117may be aligned and ready for insertion of the inner sill lock deadbolt126and locking when the rod/sill connection point124is positioned at its neutral position115. The state shown inFIG.70Billustrates the inner sill lock deadbolt controlling cylinder125and the inner sill lock deadbolt126having been operated to their fully extended position, where the inner sill lock deadbolt126is inserted into the sill deadbolt hole117. With the inner sill lock deadbolt126inserted into the sill deadbolt hole117, the inner sill lock deadbolt126may mechanically lock the inner sill120to the (outer) BTPS center sill68to transfer forces on the railcar coupler20to the BTPS center sill68, instead of to the inner sill controlling cylinders113.

FIG.71Ashows a cross-sectional end view of the inner sill locking mechanism. Cylinder holding straps128may hold the inner sill lock deadbolt controlling cylinder125onto a cylinder platform127that may be attached to the BTPS floor22. Deadbolt guiding brackets129may loosely hold the inner sill lock deadbolt126onto a deadbolt platform130that may also be attached to the BTPS floor22. The inner sill lock deadbolt controlling cylinder125and the inner sill lock deadbolt126are shown inFIG.71Ain their fully retracted position where the inner sill lock deadbolt126is disengaged from the sill deadbolt hole117.FIG.71Bshows the inner sill lock deadbolt controlling cylinder125and the inner sill lock deadbolt126in their fully extended position where the inner sill lock deadbolt126is inserted and engaged into the sill deadbolt hole117. In the state shown inFIG.71B, the inner sill lock deadbolt126may mechanically lock the inner sill's120movement relative to the BTPS center sill68and may inhibit the railcar coupler20from transferring forces to the inner sill controlling cylinder113.

The controlling computer system104may operate the inner sill lock deadbolt controlling cylinders125to engage the inner sill lock deadbolts126into the sill deadbolt holes117during the transportation mode and, if the inner sill120is in the neutral position, during the WBA service/safety mode. In other modes and configurations, the controlling computer system104may operate the inner sill lock deadbolt controlling cylinders125to disengage the inner sill lock deadbolts126from the sill deadbolt holes117, such as during barrier assembly, WBA vertical motion enabled mode and WBA deployed modes, and, optionally, during the interlock transition mode.

There may be two landing methods that may be used to transform railcars from a railcar form into a water barrier form, namely the simultaneous WBA landing method and the sequential WBA landing method. Both of these landing methods will be described below, both of which start with the railcars arriving at the target location for deployment in the transportation mode.

For the simultaneous WBA landing method, the controlling computer systems104on a plurality of railcars of this disclosure may operate together to perform the following processes: (1) initiate the interlock transition mode and lowers the interlocking beams56; (2) initiate the WBA vertical motion enabled mode and vertically lower all of the WBAs40to a uniform height slightly above the planar surface6, as shown inFIG.72A; (3) initiate the barrier assembly mode and draw the railcars together until their side gaskets49contact and seal against each other, as shown inFIG.72B; (4) initiate the WBA vertical motion enabled mode and vertically lower all of the WBAs40substantially simultaneously until they contact the planar surface6, which has an appearance similar toFIG.74; and (5) initiate the WBA deployed mode and fully retract the WBA VPCCs'57piston rods such that the full weight of the WBAs40on the bottom gaskets208create seals against the planar surface6and, as a result, establishes a fully functional, continuous water barrier, as shown inFIGS.74and14.

For the sequential WBA landing method, the controlling computer systems104on the plurality of railcars may operate together to perform the following processes: (1) initiate the interlock transition mode and lowers the interlocking beams56; (2) initiate the WBA vertical motion enabled mode and vertically lowers all of the WBAs40to a uniform height slightly above the planar surface6, as shown inFIG.72A; (3) initiate the WBA vertical motion enabled mode for the first railcar1and vertically lower its WBA40until it contacts the planar surface6, which has an appearance similar toFIG.73A; (4) initiate the WBA deployed mode for the first railcar1and fully retract the WBA VPCCs'57piston rods such that the full weight of the WBA40on the bottom gasket208creates a seal against the planar surface6, as shown inFIG.73A; (5) initiate the barrier assembly mode for the first and second railcars1and2, where the first railcar1and the second railcar2are drawn together such that the respective side gaskets49contact and seal against each other, as shown inFIG.73B; (6) initiate the WBA vertical motion enabled mode for the second railcar2and vertically lower its WBA40until it contacts the planar surface6, which has an appearance similar toFIG.74; (7) initiates the WBA deployed mode for the second railcar2and fully retract the WBA VPCCs'57piston rods such that the full weight of the WBA40on the bottom gasket208creates a seal against the planar surface6, as shown inFIG.74; and (8) steps5through7may be logically repeated for each additional railcar that may be part of the train until the completion of the last railcar which, as a result, may establish a fully functional, continuous water barrier, as shown inFIGS.74and14.

Regardless of which method was used to land and deploy the plurality of WBAs40, the following process can be used to transform the water barrier back to the transportation mode: (1) initiate the WBA vertical motion enabled mode and vertically raise all of the WBAs40to a uniform height slightly above the planar surface6, as shown inFIG.72B; (2) initiate the barrier assembly mode and extend the positions of the railcar couplers20to their neutral positions115, which may re-establish a transport mode-compatible distance between the WBAs40, as shown inFIG.72A; (3) initiate the interlock transition mode and raise the WBAs40and the interlocking beams56; and (4) initiate the transportation mode and fully retract the piston rods of the WBA VPCCs57and engage the inner sill lock deadbolts126. Upon completion of this process, the plurality of railcars may be ready for transport by rail, as shown inFIG.12.

Computer automation of the transformation processes, although not necessary in all embodiments of this disclosure, may facilitate barrier assembly and disassembly. For example, computer automation may improve a speed and efficiency of assembly or disassembly, especially in case a dispatched train has a large number (e.g., dozens or hundreds) of railcars to operate. Manual operation of these processes is possible, however manual operation may be best used during a failure of the computer automation system on a railcar or in cases where a smaller number of railcars are to be deployed or withdrawn.

Referring toFIG.72A, as two railcars are drawn together during the barrier assembly mode, horizontal alignment of the side gaskets49may be controlled to ensure contact between the outer contact surfaces106of the side gaskets49and the effectiveness of the water seal7after the gaskets49have joined, as shown inFIG.27. If the side gaskets49and bottom gaskets208are made with sufficient widths L8(shown inFIG.24B), then guidance provided by the railroad tracks4may produce sufficient gross railcar and side gasket49horizontal alignment such that the desired water sealing effect can be achieved after the side gaskets49are joined. Otherwise, a side gasket horizontal alignment system may be used to produce a fine horizontal alignment of the side gaskets. Two example gasket alignment systems are described below.

The first gasket alignment system is shown inFIG.75, which shows a cylinder mounting frame133that may be attached to the BTPS24underframe23. The cylinder mounting frame133may operate in a position around the coupler shank119. The coupler shank119may have a movable shank collar134disposed around it and may be positioned in the same vertical plane as the cylinder mounting frame133. Two coupler horizontal movement controlling cylinders131may be attached to the shank collar134through ball joints135at one end and to the cylinder mounting frame133through ball joints135at an opposite end. Two coupler vertical movement controlling cylinders132may be attached to the shank collar134through ball joints135at one end and to the cylinder mounting frame133through ball joints135at an opposite end. The controlling cylinders131and132may be operated by the controlling computer system104described above.

Referring toFIGS.75and76, with their connection to the cylinder mounting frame133, the coupler horizontal movement controlling cylinders131may be able to induce left or right movements to the shank collar134, which, by mechanical connection, may induce a corresponding movement in the coupler shank119and the railcar coupler20. An induced left or right (referring to the perspective ofFIG.75) movement at the railcar coupler20may cause a connected railcar to deflect its horizontal position to the left or right (referring to the perspective ofFIG.75), respectively, as a joining railcar is in motion. For ease of illustration, the coupler horizontal movement controlling cylinders131are not shown inFIG.76.

Referring toFIG.77, as the first railcar1and the second railcar2are drawn together, the controlling computer systems104on both railcars, which may be in communication with each other, may receive horizontal alignment data from horizontal alignment and distance sensors136. The controlling computer systems104may control the left and right movements of their respective collars as needed, which may apply lateral forces to one or both of the railcars1and2to cause the lateral deflection and proper horizontal alignment and connection between the side gaskets49, as shown inFIG.78. The controlling computer systems104may operate the two coupler vertical movement controlling cylinders132in order to maintain the proper vertical level of the shank collar134on the coupler shank119as the two coupler horizontal movement controlling cylinders131apply forces on the shank collar134horizontally. The horizontal alignment and distance sensors136may be mounted on a platform that is adjacent to the side GHAs45, where their sensors can operate by a laser, optic, acoustic, magnetic, radar, or other sensing means.

In some examples, WBA end wall42may include a cut-out to accommodate the physical presence of the cylinder mounting frame133. This cut-out may reduce the possibility of physical collision with cylinder mounting frame133during vertical movement of the WBA40.FIG.79shows an end view of the railcar in which the WBA40is raised in the transport mode and the shape of a WBA end wall cut-out153has a contour that is similar to the cylinder mounting frame133. The contour may be sized and shaped such that the cylinder mounting frame133can fit within the contour.

FIG.80shows an end view of the railcar in which the WBA40is lowered in the deployed mode and the cylinder mounting frame133fits within the contours of the WBA end wall cut-out153such that the cut-out153and the cylinder mounting frame133do not contact each other or interfere with each other's operation.FIGS.79and80also show a manual control access ladder196that may provide a user or operator with a means to climb the WBA40in order to access a manual control panel that may be positioned within an upper interior of the WBA40. The manual controls will be discussed in greater detail below.

The second gasket alignment system can be seen inFIG.81, where a top view of two railcars1and2shows locating pins138and locating pin bushings139attached firmly to primary steel members221. Each primary steel member221may be part of, for example, a strong, rigid, steel box frame that may be defined by the following members: a secondary steel member222attached to the primary steel member221at a right angle, another end of the secondary steel member222attached to the WBA sidewall extension41at a right angle; the WBA sidewall extension41attached to the WBA end wall42at a right angle; and the WBA end wall42attached to the primary steel member221a right angle. The primary steel members221and secondary steel members222may vertically extend some portion of the sidewall and endwall height H4. The strength of the primary steel members221and the rigid steel box frames may be such that when sufficient lateral forces are applied to the primary steel members221, the acted upon end of the WBA40may shift laterally commensurate with the inducing forces. The locating pins138and locating pin bushings139may be vertically elongated and made of substantially strong and thick steel and may extend vertically to the same height, or a portion of the height, of the primary steel members221to which they are attached. As the first railcar1and the second railcar2are drawn together, the locating pins138and locating pin bushings139on both railcars may interact and apply lateral forces to the primary steel members221such that both railcars may shift laterally and may finally resolve with a horizontal alignment of the WBAs40and side gaskets49such that the side gaskets' outer contact surfaces106have maximum contact with each other, as shown inFIG.82.

Referring again toFIGS.77,79, and80, camera/sensor housings137may be provided at one or several locations on the railcar. Each camera/sensor housing137may contain a video camera and/or an ultrasonic sensor. The video camera may provide a video monitoring capability to enable a user/operator to remotely view an image, as well as to change the viewing angle and/or zoom of the camera. Each video camera may be equipped with a high-quality audio microphone so that the remote user/operator can hear sounds that may be useful. Alternatively, such a microphone can be attached directly to the camera/sensor housing137. The ultrasonic sensors may be pointed downward to provide data on a distance to a closest surface below, where the closest surface below can be a ground surface, planar surface6, water surface, a railcar component surface, or another surface. The video camera and ultrasonic sensor may be connected with, and communicate their data to, the sensors interface101described above. If water is detected during a storm event, the controlling computer system104can convert the distance-to-the-water-surface data into water height data where further action can take place automatically or by user/operator intervention. In some embodiments, each location of the camera/sensor housings137may provide different information and data, as described below.

As first shown inFIG.77andFIG.79, the video camera may allow the user/operator to remotely monitor the performance of the gasket alignment systems as well as other components between the railcars. The ultrasonic sensors may provide data on the height of any water that may be present or trapped between the railcars deployed at a target location. During a storm event, these ultrasonic sensors may confirm the performance and integrity of a created water barrier when no water is detected and/or may provide data that there is a leak in the barrier when the ultrasonic sensors detect a rising water level. Software may be able to quickly identify the leak location, such as based on data from the array of ultrasonic sensors that span a length of the water barrier.

As shown inFIG.117, the video camera137may allow the user/operator to remotely monitor the performance of components or systems located in an interior of the WBA40above the WBA floor39. The ultrasonic sensors may provide data on the height of any water that may be present in the interior of the WBA40above the WBA floor39.

As shown inFIG.117, additional video cameras137may allow the user/operator to remotely monitor the performance of components or systems located between the BTPS floor22and the bottom of the WBA underframe26. The ultrasonic sensors may provide data on the height of any water above the BTPS floor22or the distance between the BTPS floor22and the bottom of the WBA underframe26. By way of example, such distance data can be used by the controlling computer system104to regulate the vertical movement of the WBA40.

As shown inFIG.106, video cameras137may be positioned to allow the user/operator to remotely monitor the exterior of the WBA sidewalls38as well as the storm and wave conditions. In addition, the video cameras137can provide security monitoring for the railcars as well as provide assistance during logistics and service operations on the railcars. Optionally, audio amplifier and loudspeaker systems may be fitted to the camera/sensor housings137so that a remote user/operator can issue verbal instructions or commands to authorized and/or unauthorized personnel at or near specific railcars. Optionally, such audio amplifier and loudspeaker systems may be waterproof. The ultrasonic sensors may provide data on the height of water immediately outside the WBA sidewalls38, or, if no water is detected, the distance to ground level or the planar surface6. The data representing distance to the planar surface6can be used by the controlling computer system104during the simultaneous WBA landing, sequential WBA landing, and/or railcar form restoration methods of operation. To enhance the scientific study of hurricanes as they approach the coast, weather equipment including, but not limited to: anemometers, thermometers, barometers, hygrometers, wind vanes, rain gauges, and/or hail pads, can be made part of or contained within the camera/sensor housing137. All data collected by the weather equipment can be communicated real-time through the sensor interface101and wire, or wirelessly through the wired/wireless communications and LAN network system103to the command and control station. The data received by the command and control station can then be forwarded to various federal, state, and local agencies and/or other parties for further analysis.

Railcars of the present disclosure can be provided with a gasket pressure sensing system to measure and monitor contact forces between the side gaskets49of two joined railcars.FIG.83Ashows a cross-sectional exploded top view of a modified side GHA45that includes a pressure sensor155as part of the side GHA45. The basic construction and assembly of side GHAs45without such a pressure sensor155were shown inFIG.24AandFIG.26A. In addition to the side GHA pressure sensor155,FIG.83Ashows the WBA sidewall extension41, the screws51, the housing flange43, the housing web52, a wire harness flange hole163, the elongated retaining rod flange hole154, a pressure sensor inner contact surface223, a pressure sensor outer contact surface224, a pressure sensor wire harness156, the side gasket49, the gasket inner contact surface53, the gasket outer contact surface106, a retaining rod gasket hole157, a retaining rod160, a retaining rod cotter pin hole159, a washer162, and a cotter pin161.

Referring toFIG.83B, to assemble the modified side GHA45, the side GHA pressure sensor155may be fit between the housing flanges43and onto the housing web52. The side GHA pressure sensor155may be secured by screws51and the pressure sensor wire harness156may be fed through the wire harness flange hole163and connected to the sensor interface101. The side gasket49may be fit between the housing flanges43and onto the side GHA pressure sensor155. A retaining rod160may be fitted with a washer162and a cotter pin161through the retaining rod cotter pin hole159on the first end of the retaining rod160(as shown inFIG.83A). An opposite end of the retaining rod160may be inserted first through the elongated retaining rod flange hole154, then the retaining rod gasket hole157, and finally the elongated retaining rod flange hole154on the other side of the assembly. The retaining rod160may be secured with a washer162and a cotter pin161through the retaining rod cotter pin hole159. After assembly, the retaining rod160and, by connection, the side gasket49may have a horizontal range of motion164. The range of motion may be limited by the elongated retaining rod flange hole154in one direction and the side GHA pressure sensor155in the other direction (i.e., the compressive force direction).

FIG.84Ashows a cross-sectional top view167of the side GHA45andFIG.84Bshows a partial side view168of the side GHA45. The side view168illustrates a portion of the length H4(FIG.23) of the sidewall extension41. The side view168shows that the retaining rod flange holes154may be horizontally elongated to allow the retaining rods160and side gasket49to move horizontally within the housing assembly.

FIG.85Ashows the pressure sensing side GHAs45of two adjacent railcars1and2prior to the two railcars1and2being drawn together and making contact at the side gaskets49. In this scenario, the outer contact surfaces106of the side gaskets49may not be in contact with each other, and no external forces are being applied to the side GHA pressure sensors155from the side gasket49. With reference to bothFIGS.83A and85B, after the two railcars1and2are drawn together and make side gasket49contact, compressive forces applied to the gasket outer contact surfaces106may be transferred to the gasket inner contact surface53, where the gasket inner contact surfaces53may convey the forces onto the outer contact surfaces224of the side GHA pressure sensors155that may be secured to the housing webs52.

As shown inFIG.85B, the forces applied to the pressure sensor outer contact surfaces224may be converted to data signals that may be communicated by the pressure sensor wire harnesses156to the sensor interfaces101described above. The controlling computer systems104may use the pressure data to regulate the inner sill controlling cylinders113, such as to translate the railcars1and2together or apart in order to produce a desired compressive force between the connected side gaskets49. Prior to or during a storm event, the pressure sensor data from all the connected railcars can be communicated to a remote command and control station, where a user/operator may be able to monitor the data and performance of all side gasket49water seals.

In additional embodiments, the railcar can be provided with a side gasket bladder system that may be used to regulate the water sealing forces between joined side gaskets49.FIG.86shows a side GHA45that is similar to the one shown inFIG.83A, except that a side GHA bladder158may be placed between the side GHA pressure sensor155and the side gasket49. In addition, the side GHA pressure sensor155may be made so that the screws51pass all the way through the side GHA pressure sensor155to attach to the side GHA bladder158. The housing flange43may also have a greater length H7(shown inFIG.24A) and a bladder hose flange hole166may be provided on the housing flange43to accommodate the bladder hose165.

To assemble the side GHA45with the side gasket bladder system, the side GHA pressure sensor155may be fit between the housing flanges43and onto the housing web52. A pressure sensor wire harness156may be fed through the wire harness flange hole163and connected to the sensor interface101and the side GHA bladder158may be fit between the housing flanges43and onto the side GHA pressure sensor155. The side GHA bladder158may be secured by screws51and the bladder hose165may be fed through the bladder hose flange hole166and connected to the valve system108operated by controlling computer system104. The side gasket49may be fit between the housing flanges43and onto the side GHA bladder158. A retaining rod160may be fitted with a washer162and a cotter pin161through the retaining rod cotter pin hole159on the first end of the retaining rod160, and the other end of the retaining rod160may be inserted first through the retaining rod flange hole154, then the retaining rod gasket hole157, and finally the retaining rod flange hole154on the other side of the assembly. The retaining rod160may be secured with a washer162and a cotter pin161through the retaining rod cotter pin hole159.

FIG.87Ashows a fully assembled side GHA45with the side gasket bladder system.FIG.87Aalso shows that when the two railcars are initially drawn together to make light contact between the side gaskets49, very little, if any, compressive forces may be applied between the gasket outer contact surfaces106. In this example, the side gaskets49and retaining rods160may be positioned in their rearmost positions along the retaining rod flange holes154.

FIG.87Bshows the side GHA45after the controlling computer systems104have inflated the side GHA bladders158, such as by regulating the hydraulic fluid flow through the bladder hoses165such that the bladders' inner contact surfaces225push on the pressure sensors' outer contact surfaces224and the bladders' outer contact surfaces226push on the side gasket's49inner contact surfaces53. As a result, the side gaskets49may be pushed forward to generate the compressive forces between the gaskets' outer contact surfaces106.

The controlling computer systems104may achieve the desired forces between the side gasket's49by monitoring the pressure data provided by the side GHA pressure sensors155and/or by other pressure sensors connected to the bladder hoses165and by regulating the flow of hydraulic fluid through the bladder hoses165accordingly.

In some embodiments, the WBA side gasket outer contact surfaces106can be made with different shapes. As shown inFIG.88, for example, the WBA side gaskets can have convex outer contact surfaces142and concave outer contact surfaces143. In general, including the WBA side and bottom gaskets, the gasket outer contact surfaces106on the railcar may be made to initially be planar, convex, concave, or any combination thereof or any other shape. For example, some shapes may increase a surface area of contact between the WBA side gaskets49to increase a water sealing effect. As noted above, the WBA side gaskets49may be made of rubber, for example. Alternatively or additionally, the WBA side gaskets49can be made to include cork, felt, graphite, metal, neoprene, paper, plastic polymer, polychloroprene, PVC, silicone, synthetic fiber, or any other material that may be used to form a water seal.

There may be situations where the water barriers may need to be formed on a curved railroad track.FIG.88shows the railcars1and2, according to some embodiments, that include side wall extensions having different lengths. For example, an upper (in the view of FIG.88) pair of side wall extensions41may have a length L7that is greater than a lower (in the view ofFIG.88) pair of side wall extensions that have a length L6.

FIG.89shows that the differential lengths of the side wall extensions41may cause the deployed railcars1and2to form an angled240(e.g., curved) water barrier when assembled. Increasing a difference between the side wall extension lengths L6and L7may increase the angle240of the connected railcars and, conversely, decreasing the difference between the side wall extension lengths L6and L7may decrease the degree of curvature240of the connected railcars.

Construction of the WBA underframe26, WBA floor39, BTPS underframe23, BTPS floor39and WBA sidewall38have been described above in relation to the systems being deployed along a linear railroad track. Railcar curvature or curvature along a plurality of connected railcars can also be achieved by making the WBA underframe26, WBA floor39, BTPS underframe23, BTPS floor39, and/or WBA sidewall38curve or have different lengths along their lengths L10, L10, L3, L3and L5, respectively.

FIGS.88and89also illustrate an alignment feature integrated into the housing flanges43adjacent to the WBA side gaskets. In this example, the housing flanges43may include complementary angled surfaces. As the housing flanges43are brought together, the complementary angled surfaces may abut and slide against each other to bring the WBA side gaskets into alignment. One of the housing flanges43may be sized and shaped to fit at least partially within the other of the joining housing flanges43, as shown inFIG.89. Such housing flanges43with complementary angled surfaces may be incorporated into other embodiments shown and described herein, including in railcars1and2that are configured to join to form a water barrier along straight or curved tracks.

In addition to curves, there may be situations where the water barriers may need to be deployed at an angle or a sharp change in direction.FIG.90shows a top view of the railcars1and2operating at a 90-degree angle while attached to a docking tower172. It should be noted that the first railcar1may be the first in a plurality of railcars that are connected and extend in a first direction from the docking tower172, and the second railcar2may be the first in a plurality of railcars that are connected and extend in a second, different direction from the docking tower172. In some embodiments, the docking tower172may be made of concrete and may have four tower sidewalls227that are assembled at 90-degree angles to form a square. By way of example and not limitation, one side of the square may have a length L12that is greater than the WBA width L13(shown inFIG.18). The docking tower172and wall extensions228may have a height H8(shown inFIG.93) that can be greater than, less than, or equal to the WBA height H4(shown inFIG.23).

As illustrated inFIG.90, two tower wall extensions228, which may each have a storm door170attached with storm door hinges175(shown inFIG.93), may extend from the docking tower172. The storm door hinges175may allow the storm doors170to rotate around the hinge pins' vertical axes. The motion of the storm doors170may be controlled by hydraulic cylinders that may be operated by the respective controlling computer systems104through the resource couplers54. The storm doors170may be provided with water sealing gaskets on both the sides and bottoms of the doors. In order to form a water seal against the railcars1and2, each railcar1and2may be provided with a vertical steel door jamb169that may have a planar contact surface, as shown inFIG.92. Additionally or alternatively, side GHAs45may extend from the docking tower172in a position and configuration to seal against the side GHAs45of the railcars1and2, as shown inFIGS.90and91.

When the storm doors170are closed on the door jamb169, the storm door170gaskets may press against the door jamb169surface to form a water-resistant or water-tight mechanical seal between the storm doors170and the railcars1and2. In addition, when the storm doors170are closed, the gaskets attached to the inner side of the storm doors170may press against the docking tower172to form a water-resistant or water-tight mechanical seal between the inner side of the storm doors170and the docking tower172. The gaskets disposed on the bottom of the storm doors170may form a water-resistant or water-tight mechanical seal between the bottom the storm doors170and the planar surface6.

FIG.90shows the storm doors170in an open position to allow the railcars1and2to movably dock or undock from the docking tower172.FIG.91shows the storm doors170in a closed position in which the storm doors170may form water-resistant or water-tight mechanical seals against the railcars1and2, the docking tower172, and the planar surfaces6.FIGS.90and91show the railcars1and2docked at the docking tower172at a 90-degree angle. However, the docking tower172can be constructed such that the railcars1and2can dock at any desired angle.

FIG.94shows an end view of a free-body diagram that represents the WBA40, where the weight147of the WBA40is resting on a planar surface6. The WBA40may have a land-facing sidewall145and an ocean-facing sidewall146. A weight147of the WBA40may be an enabling factor in the WBA's40ability to remain immovable in the face of water (e.g., storm surge) forces impacting or at rest against the ocean-facing sidewall146. The greater the weight147, the more secure the water barrier may be.

FIG.95shows an end view of another free-body diagram that represents an alternative embodiment of the WBA40. A portion of the ocean facing sidewall146may include a sloped surface151. For example, the sloped surface may be made at a 45-degree angle152, or some other angle, to the planar surface6. Water striking the sloped surface151may simultaneously generate an inward horizontal force and a downward vertical force against the sloped surface151. The downward vertical force may contribute to the WBA's40weight147and, therefore, the position stability and integrity of the WBA40.

The railcar can be made with a primary wave deflector (PWD) positioned on each side of the WBA40to provide the same benefits as the sloped surfaces151, as well as additional stability by widening a base of the WBA40.FIG.96shows an end view of the railcar with PWDs176positioned on the WBA40, where the PWDs176are fully engaged. The PWDs176may be positioned at angle between the WBA sidewall38and planar surfaces6. The PWDs176may be attached to and rest on the WBA sidewall38and planar surfaces6, respectively. The PWDs176may have a length L14(shown inFIG.97) and a height H9(shown inFIG.101). The PWDs176may be articulated by the activation of PWD controlling cylinders178. For example, the PWD controlling cylinders178may be operated by the controlling computer system104.

The PWD controlling cylinders178may be connected to linkage arms177by joints. Opposite ends of the linkage arms177may be attached to the WBA sidewalls38and the PWDs176. As the PWD controlling cylinder178piston rods are operated to their extended position, the linkage arms177may mechanically lower and push the lower portions of the PWDs176outward from WBA40to their expanded positions. The bottoms of the PWDs176may be landed onto the planar surfaces6at an angle152(FIG.95), such as a 45-degree angle or some other angle. Simultaneously, as the PWD controlling cylinder178piston rods extend, upper portions of the PWDs176may move vertically downward as the PWDs176rotate around the PWD bearing assemblies179. The vertical and rotational motions of the PWDs176may be controlled by mechanical interactions between the PWD bearing assemblies179and the vertically oriented PWD guide rails180(shown inFIG.97). The PWD bearing assemblies179may be positioned and may operate inside of PWD guide rails180.

The construction and assembly of the PWD bearing assemblies179and PWD guide rails180will be discussed in greater detail later in this document. The PWD controlling cylinders178, linkage arms177, PWD bearing assemblies179, and PWD guide rails180may be used to move, place, control, and/or otherwise articulate the movement of the PWD176. Alternatively, any one or combination of these components, with or without any other components, can be used to accomplish the same result. When the PWDs176are in their expanded positions, the top of the PWDs176may rest against the WBA sidewalls38. In some examples, a part of the force from a storm surge150may be concentrated and potentially bend the ocean side149WBA sidewall38inward toward the interior of the WBA40. In order to counteract these forces and the potential deformation of the WBA sidewall38, I-beam sidewall braces185can be attached and extend from one WBA sidewall38to the other WBA sidewall38on the opposite side, as illustrated inFIG.96.

FIG.97shows a side view of the railcar with the PWD176being deployed and lying against the WBA sidewall38at an angle152. Half-square shaped cut-out sections229may be made on the top of the PWD176to accommodate the physical space occupied by the PWD guide rails180as the remaining top edges of the PWD176lay flush against the WBA sidewall38. In addition, half-shell bearings230may also be made on the top of the PWD176for reasons that will be discussed in greater detail later in this document. The three PWD guide rails180shown inFIG.97may each have a PWD bearing assembly179operating inside them and attached to the PWD176. Separately, a PWD controlling cylinder178may be aligned with each of the PWD guide rails180and may operate with its own sets of linkage arms177as previously described.

FIG.98Ashows a top view of a PWD guide rail180that includes a C-channel beam. The guide rail web233may be attached to a bracket that may be attached to the WBA sidewall38with screws51. A guide rail flange234with a height H11may be attached to both sides of the guide rail web233at a 90-degree angle. The guide rail flanges234may have a width L17. Guide rail lips235may have a width L15and may be attached to each flange at a 90-degree angle. A gap may exist between the guide rail lip235ends.

FIG.98Bshows a cross-sectional top view of the PWD bearing assembly179, with a first side of the bearing assembly control arm183being movably attached to a bearing assembly hinge pin182. The bearing assembly hinge pin182may be connected to a bearing assembly mounting bracket181that may be attached to the PWD176. A second side of the bearing assembly control arm183may be attached to a bearing assembly axle184that may extend on both sides of the bearing assembly control arm183. A roller bearing174may be mounted and secured on the bearing assembly axle184on each side of the bearing assembly control arm183. The roller bearing174may be rotatable around the bearing assembly axle184.

FIG.99shows a top view of the PWD guide rail180assembled with the PWD bearing assembly179. Referring toFIGS.98and99together, the roller bearings174may be positioned between inner surfaces of a guide rail web233, guide rail flanges234, and guide rail lips235. The bearing assembly control arm183may be placed in the gap between the guide rail lip235ends. After assembly, the mechanical interactions between the PWD guide rail180and PWD bearing assembly179may restrict the upper portion of the PWD176to vertical movements up or down, which may be parallel to the WBA sidewall38, while allowing the upper portion of PWD176to rotate around the axes provided by the PWD bearing assembly179. Such axes may be centered on the bearing assembly hinge pins182and bearing assembly axles184.

FIG.100shows a cross-sectional end view of a railcar with the PWDs176disengaged, where the PWD controlling cylinder178piston rods are in their retracted positions. In the view ofFIG.100, the linkage arms177have mechanically raised and pulled the lower portions of the PWDs176inwardly toward the WBA40. The bottoms of the PWDs176may be lifted off the planar surfaces6. As the PWD controlling cylinder178piston rods retract, the upper portion of the PWDs176may move vertically upward as the PWDs176rotate around the PWD bearing assemblies179. When the PWD controlling cylinder178piston rods are fully retracted, the PWDs176may be positioned close and parallel to the WBA sidewalls38.FIG.101shows the railcar ofFIG.100in a transport mode, where the WBA40and PWDs176are lifted to a higher position such that the railcar can safely be moved along the railroad tracks4.

The railcar can be made with a PWD locking system that locks the PWD176in a downward, deployed position so that storm forces impacting or otherwise operating on the PWD176cannot lift the PWD176and compromise the integrity of the PWD.FIG.102shows a cross-sectional end view of the railcar with PWD deadbolts231movably positioned on the WBA40in their engaged mode. The PWD deadbolts231are fully extended in this example. The PWD deadbolts231may be controlled by the PWD deadbolt controlling cylinders236that are operated by the controlling computer system104, described above. When the PWD deadbolts231are in their fully extended positions, the PWD deadbolts231may lock the PWDs176in their lowered positions by blocking the PWD's upper sections from being able to move upward, which is the mechanical motion used to move the PWDs176from their lowered positions. The ground-level blocks186may provide an additional mechanism to lock the entire WBA40into place. The ground-level blocks186may extend a height above the planar surface6and may extend a length L14(refer toFIG.97), or a part of the length L14. The vertical surfaces of the blocks186may engage the PWDs176at the bottom of the PWDs176and, by mechanical connection, inhibit the WBA40from moving horizontally and perpendicular to the vertical surfaces of the blocks186. In addition, with the PWD deadbolts231engaged, the PWDs176may be locked into place by the PWD deadbolts231at the top of the PWDs176and the ground level blocks186at the bottom of the PWDs176.

FIG.103shows a side view of the railcar with the PWD deadbolts231emerging through the sidewall holes232to block the motion of the PWD176. When the PWD deadbolts231are fully extended, the PWD deadbolts231may be positioned and aligned to strike against the surfaces of the half-shell bearings230that are a part of the PWD176. The radii of the half-shell bearings230may be slightly larger than the corresponding radii of the PWD deadbolts231.

FIG.104Bshows a cross-sectional view of the PWD locking system in its disengaged mode. In this mode, the PWD deadbolt231may be fully retracted, with a tip of the PWD deadbolt231positioned behind the WBA sidewall's38outer surface such that the PWD deadbolt231is not in contact with the PWD176. With the PWD deadbolt231in this position, the PWD176may be operated to close against the WBA sidewall38as described above and shown inFIG.101. The PWD deadbolt231may be attached to a PWD deadbolt controlling cylinder236. The PWD deadbolt controlling cylinder236may be operated by the controlling computer system104and may be attached to the deadbolt controlling cylinder platform237with a controlling cylinder bracket239. The deadbolt controlling cylinder platform237may be positioned and supported by legs238that may be attached to the WBA sidewall38and WBA floor39.

The sidewall hole232may have a diameter D1that extends from an inner surface of the WBA sidewall38to an outer surface of WBA sidewall38. The sidewall hole232may convey a fluid (water) through the WBA sidewall38. Optionally, the sidewall hole232can be fitted with a bushing253that may have a uniform inner D2and outer diameter D1along its length. Use of a bushing253may provide a smooth, durable, inner radial surface for the reliable operation of the PWD deadbolt231within the bushing253. The sidewall hole diameter D1(FIG.104B) can be changed to meet the design requirements, such as to accommodate a larger PWD deadbolt231in case greater forces are expected for a particular deployment. Optionally, the bushing253can be made to seat at least one O-ring gasket on the bushing's interior radial surface. The O-ring gasket may also be properly sized to fit around PWD deadbolt231to inhibit the passage of fluid (water) from one side of the O-ring gasket to the other.

FIG.104Ashows a cross-sectional view of the PWD locking system in its engaged mode. In this mode, the PWD deadbolt231may be fully extended. A portion of the PWD deadbolt231may be positioned a distance beyond WBA sidewall's38outer surface and the remaining portion may be positioned behind the WBA sidewall's38outer surface. The portion of the PWD deadbolt231that extends beyond the WBA sidewall's38outer surface may block the upward movement of the PWD176and, therefore, may lock the PWD176in its down, deployed position.

FIG.105shows a cross-sectional end view of the railcar with the PWD deadbolts231retracted. The PWDs176may be unlocked and able to move as operated by the PWD controlling cylinders178.

Alternatively or additionally, the sidewall holes232may be used for a different purpose.FIG.120Ashows a cross-sectional end view of a railcar that includes a sidewall hole232positioned on the ocean side149WBA sidewall38, at a vertical level above the WBA floor39. In this case, the sidewall hole232may allow the WBA upper section98to flood with water50when the water level H12rises vertically to and above the sidewall hole232level. It should be noted that the installation of a vertical guide rail covers187may seal and separate a WBA upper section98from a WBA lower section144(also shown inFIGS.18and21). The WBA upper section98may be configured to hold water. For example, the vertical guide rail covers187may inhibit the water from flowing from the WBA upper section98to the WBA lower section144through gaps between the linear-motion bearings34and the vertical guide rails55.

Optionally, in order to trap as much water as possible in the WBA upper section98during water wave events, hinged baffle plates264can be attached to the sidewall38interior surface and positioned over the sidewall holes232. When water strikes the baffle plates with a sufficient force, the baffle plates264may open and allow water to flow into the WBA upper section98, as shown in detailed view265ofFIG.120B. As soon as the water pressure decreases below the force necessary to keep the baffle plate264open, the baffle plate264may close to prevent water from escaping from the WBA upper section98, as shown in detailed view266ofFIG.120C. At some point it may be desirable to release the water from the WBA upper section98. As such, the WBA floor39may be fitted with a plurality of drainage holes173, shown inFIGS.104A and104B, where the flow of fluid through the holes173may be regulated by drain valves258that may be electrically or hydraulically actuated, such as by the controlling computer system104. In some embodiments, a drainage pipe256may be in fluid communication with the drainage hole173and may be operated by the drain valves258. The drain valves258may be connected to the controlling computer system104by a drain valve control wire257. A drainage discharge pipe259may be connected to an output side of the drain valve258, such as to direct water to be discharged toward a drainage location.

FIG.120Aalso shows another sidewall hole207that is positioned on WBA sidewall38facing the land side148, at a vertical level below the WBA underframe26and close to the WBA bottom GHA46. In this embodiment, the sidewall hole207may allow water in WBA lower section144, if any, to drain out of the WBA lower section144and onto the surrounding land. Use of this sidewall hole207may also inhibit the potential flooding of the cylinders, electronics and other components.

The railcar can be made with a secondary wave deflector (SWD) that can stop waves from splashing over the WBA's40operational height H4(FIG.23).FIG.106shows a side view of the railcar with an SWD197that is movably disposed on top of the WBA sidewall38. The SWD197may have a length L16and a height H10. The outer facing surface of the SWD197may be planar in this example. The SWD197may be mounted on a plurality of SWD hinge arms198.

FIG.107shows an end view of the SWDs197. The SWDs197may be attached to SWD hinge arms198, which, in turn, may be attached to and rotatable around hinge/mounting bracket assembly200hinge pins. A bracket portion of the hinge/mounting bracket assemblies200may be attached to the WBA sidewalls38. The positions of the SWDs197may be controlled by SWD controlling cylinders201that may be operated by the controlling computer system104. Controlling cylinder piston rods may be connected to the SWD hinge arms198with upper cylinder hinge/mounting brackets199. The bottom of the SWD controlling cylinders201may be attached to steel trusses203with lower cylinder hinge/mounting brackets202. With the controlling cylinder piston rods operated to their extended positions, as shown inFIG.107, the SWDs197may be positioned in their vertical positions to deflect water waves above the operational height H4of the WBA40.FIG.108shows that, with the controlling cylinder piston rods operated to their retracted positions, the SWDs197may be moved to their horizontal retracted positions, where they may be compatible with the railcar's transport mode.FIG.109shows that the SWD197outer facing surfaces can be made in an arcuate shape, for example. Both SWDs197can be operated to the same horizontal or vertical positions. Optionally, the SWDs197on a railcar can be configured such that one SWD197may be operated to the vertical position and another SWD197may be operated to the horizontal position. This optional configuration can allow the railcar's WBA upper section98to be filled with water. Referring toFIGS.80,107, and108, with the land side148SWD197in the vertical position and the ocean side149SWD197in the horizontal position, any waves crashing over the ocean side149sidewall38can be blocked by the back of the land side148SWD197such that the blocked water can subsequently fall into and help fill the WBA upper section98.

The railcar can be made with a brace/lock deadbolt system that may inhibit the lower portions of the WBA40from vibrating or striking against the BTPS24. The brace/lock deadbolt system may also provide an additional mechanism to lock the WBA40in its transport mode position. For example,FIG.110shows a cross-sectional side view of an embodiment of a railcar in which a brace/lock deadbolt192may be movably attached to the BTPS floor22. The brace/lock deadbolt192may be attached to the piston rod of a brace/lock deadbolt controlling cylinder191. On its opposite end, the brace/lock deadbolt controlling cylinder191may be attached to the vertical surface of a controlling cylinder mounting block190. The horizontal surface of the controlling cylinder mounting block190may be rigidly attached to the BTPS floor22. The WBA endwall42may have a hole that is made into, or may be fitted with, a deadbolt endwall bearing193(e.g., a bushing). The brace/lock deadbolt controlling cylinder191may be operated by the controlling computer system104. In the view ofFIG.110, the controlling computer system104has operated the brace/lock deadbolt192to a retracted position in which the brace/lock deadbolt192may be disengaged from the deadbolt endwall bearing193. In this state, the WBA endwall42may be unlocked relative to the BTPS24by the brace/lock deadbolt192.

FIG.111shows a cross-sectional top view of an example brace/lock deadbolt assembly. The brace/lock deadbolt192may be movably attached to the BTPS floor22with a thick steel retaining bracket195that may be placed on top and around both sides of the brace/lock deadbolt192. The deadbolt retaining bracket195may be attached to the BTPS floor22with screws51, a weld, or another attachment mechanism (e.g., a fastener). The brace/lock deadbolt192may be attached to the piston rod of the brace/lock deadbolt controlling cylinder191. On its opposite end, the brace/lock deadbolt controlling cylinder191may be attached to the controlling cylinder mounting block190, which may be rigidly attached to the BTPS floor22. The WBA endwall42may have a hole that is made into, or is fitted with, a deadbolt endwall bearing193. InFIG.111, the brace/lock deadbolt192is shown as retracted to its disengaged position from the deadbolt endwall bearing193. In this example, the WBA endwall42may not be locked to the BTPS24by the brace/lock deadbolt192.

The brace/lock deadbolt192may be made with shoulders194on both sides of the deadbolt192. When the brace/lock deadbolt192is fully engaged into the deadbolt endwall bearing193, the brace/lock deadbolt shoulders194may press against the inner surface of the WBA endwall42to brace the WBA endwall42from horizontal movements inward and striking the BTPS24. The bracing action of the shoulders may be able to maintain the WBA-to-BTPS gap107, as described above.

FIG.112shows an end view of the railcar with the brace/lock deadbolts192disengaged. In this example, the brace/lock deadbolts192are not inserted into the deadbolt endwall bearings193.

FIG.113shows a cross-sectional side view of the railcar with the brace/lock deadbolt controlling cylinder191being extended and engaged into the deadbolt endwall bearing193. In this example, the brace/lock deadbolt192has vertically locked WBA endwall42to the BTPS24. Because the WBA endwalls42are mechanically locked to the BTPS24, the entire WBA40may be mechanically locked to the BTPS24.

FIG.114shows a cross-sectional top view of the brace/lock deadbolt assembly. The brace/lock deadbolt controlling cylinder191is illustrated in an extended position and engaged into the deadbolt endwall bearing193. The brace/lock deadbolt192may vertically lock the WBA endwall42relative to the BTPS24. The brace/lock deadbolt shoulders194may be pressed and brace against the inner surface of the WBA endwall42to inhibit the WBA endwall42from horizontal movements inward. The bracing action may also maintain the WBA-to-BTPS gap107.FIG.115shows an end view of the railcar with the brace/lock deadbolts192in an engaged position, after their extension and insertion into the respective deadbolt endwall bearings193.

The brace/lock deadbolt192may perform two functions simultaneously, namely a bracing function and a locking function. Alternatively, the bracing or locking functions can be performed separately. For example, either the deadbolt or shoulders can be removed to result in a mechanism that performs either the bracing function or the locking function, respectively.

Embodiments of the brace/lock deadbolt192and its associated components have been described above as being positioned on top of the BTPS floor22, with the deadbolt endwall bearing193positioned on the WBA endwall42at a corresponding level. In alternative embodiments, the brace/lock deadbolt192and its associated components can be made part of the BTPS end sill62, or may be positioned at any height relative to the BTPS floor22by means of a platform, for example. In such embodiments, the deadbolt endwall bearing193may also be repositioned on the WBA endwall42at the appropriate corresponding level in order to maintain its function. Alternatively, the brace/lock deadbolt192and its associated components, including the bearings193, can be made to operate on the WBA sidewalls38(rather than on the WBA endwall42). In this example, the outer surface of the bearing193may be sealed to prevent water from pouring through the bearing193during a flooding event. Alternatively, the brace/lock deadbolt192and its associated components, including the bearings193, can be used to replace the interlocking beam56as the primary means to lock the WBA40in its transport mode.

Given the significant forces that can act on the WBA40during a storm surge or other flooding event, it may be necessary to have an additional mechanical system to inhibit water from pushing the WBA40out of position.FIG.121shows a side view of a railcar with a WBA40that is fitted with a lower stabilizing system that may be located near the bottom of each end of the WBA40. The lower stabilizing system may include a lower stabilizer contact pad249, a sidewall hole251, and a lower stabilizer cylinder piston rod248.

FIG.122shows a top view of the lower stabilizing systems on a first railcar1and second adjacent railcar2. In some embodiments, the lower stabilizing systems may be attached to the sidewall extensions41. The lower stabilizing systems may include components such as lower stabilizer controlling cylinders247, lower stabilizer controlling cylinder platforms246, lower stabilizer cylinder piston rods248, and lower stabilizer contact pads249.FIG.124Ashows a cross-sectional end view of the railcar with the lower stabilizer controlling cylinder platform246firmly attached to the sidewall extension41. The lower stabilizer controlling cylinder247may be firmly attached to the lower stabilizer controlling cylinder platform246and may be further secured by a lower stabilizer controlling cylinder bracket252that may wrap around lower stabilizer controlling cylinder247and may be secured to the lower stabilizer controlling cylinder platform246. A hole251may be provided through the sidewall extension41. A bushing253(shown inFIG.104B) may be provided in the hole251. The lower stabilizer controlling cylinder's247piston rod248may be configured to pass through the bushing to the exterior of the sidewall extension41. A lower stabilizer contact pad249may be firmly attached to the end of the piston rod248. The rigid ground-level block250may be made part of the concrete structure48with a length L19(FIG.122), a height above the planar surface6, and a vertical contact surface that faces the WBA40. The ground-level block250may be positioned a distance away from the WBA40and its components. The lower stabilizer controlling cylinder247of the lower stabilizing system may be operated by the controlling computer system104.

FIGS.124A and122illustrate the lower stabilizing system in its disengaged mode, where the lower stabilizer controlling cylinder's247piston rod248is retracted such the lower stabilizer contact pad249is very close to or in contact with the sidewall extension's41outer surface and an air gap may exist between the lower stabilizer contact pad249and the rigid ground level block250.

FIGS.124B and123illustrate the lower stabilizing system in its engaged mode, where the lower stabilizer controlling cylinder's247piston rod248is extended such the lower stabilizer contact pad249abuts against the rigid ground level block250. With the lower stabilizing system engaged, the lower stabilizing system may oppose water forces imposed by the storm surge150, such that the WBA40is inhibited from moving or repositioning toward the land side148.

In the examples and drawings described above, the lower stabilizing system has been shown on the land side148of the WBA40. Alternatively, the lower stabilizing system can be fitted to the ocean side149of the WBA40.

FIG.125Ashows an additional embodiment in which an anti-tip configuration may be used to inhibit large waves from tipping the WBA40. The ocean side149lower stabilizer contact pad249may be removed and the rigid ground level block250may be replaced by an equivalent length L19I-beam254. A bottom portion of the I-beam254may be firmly embedded in and made a part of the concrete structure48. An upper portion of the I-beam254may have a flange255that may be positioned at a right angle to the web and directed toward the lower stabilizer controlling cylinder247. When the ocean side149lower stabilizing system is engaged as shown inFIG.125B, the lower stabilizer controlling cylinder's247piston rod248may extend under the I-beam flange255, trapping a piston rod248from moving vertically upward and, therefore, mechanically inhibiting the WBA40from tipping clockwise (in the view ofFIG.125B) toward the land side148. When the ocean side149lower stabilizing system is disengaged, as shown inFIG.125A, the piston rod248may be fully retracted with the tip of the piston rod248positioned close to the sidewall extension's41outer surface, where the piston rod248is unable to engage the I-beam flange255. Alternatively or additionally, this anti-tip lower stabilizing system configuration can be positioned on the land side148sidewall extension41. Alternatively, the ocean side149lower stabilizer controlling cylinder247can operate a deadbolt similar to that shown inFIG.104AandFIG.104B, except that the deadbolt may be made with a length sufficient to engage the I-beam flange255when the lower stabilizer controlling cylinder247piston rod is fully extended. The lower stabilizer controlling cylinder247piston rod and deadbolt may be sized such that the tip of the deadbolt is positioned at the exterior vertical plane of the sidewall38when the lower stabilizer controlling cylinder247piston rod is fully retracted. With the deadbolt or non-deadbolt configuration, the sidewall hole251can be fitted with a bushing and O-ring gasket as discussed above.

Based on a particular intended use of the railcar, more weight may need to be added to the WBA40.FIG.116shows a cross-sectional view of the railcar with a WBA supplemental load188added to the top interior of the WBA40. The load may rest on the WBA floor39. The WBA supplemental load188can be a formed load, such as a cement block(s), fluid, or an aggregate load such as sand, gravel, dirt or other loose material. If an aggregate load or fluid is used, a vertical guide rail cover187may be employed to protect the linear-motion bearing34from being fouled by the aggregate or breached by the fluid. The vertical guide rail cover187may have a cylindrical shape with a radius larger than the radius of the vertical guide rail55. The length of the vertical guide rail cover187may be longer than the vertical guide rail's55height above the WBA floor39when the railcar is in the WBA service/safety mode. The vertical guide rail cover187may be made with a watertight cylindrical cap at its top. The vertical guide rail cover187may be fitted over and horizontally aligned with the linear-motion bearing34, such that the vertical guide rail55does not contact the inner surfaces of vertical guide rail cover187as the vertical guide rail55passes through the linear-motion bearing34. The vertical guide rail cover187may be provided with a gasket on its flange to create a watertight seal when the flange is attached to the WBA floor39with screws or other attachment means.

The railcar may include manual controls that can be used to operate all systems on the railcar, including the systems that might otherwise be operated by the controlling computer system104. The manual controls can be used in the event of a failure of the controlling computer system104, or by preference given a particular use and application of the railcar.FIG.117illustrates a cross-sectional side view of the railcar with manual controls placed on a manual control panel205that is mounted on the interior surface of the WBA endwall42. A manual control operator platform204may also be attached to the interior surface of the WBA endwall42to provide a horizontal surface for the user/operator to stand on or to sit on with an operator's chair, for example.

Railcars according to the present disclosure may be moved on railroad tracks by a locomotive.FIG.118shows a side view of a locomotive189positioned on a railroad track4. The locomotive189may be fitted with a railcar coupler20and resource couplers54on both ends of the locomotive189to provide connections for electrical power, electronic data, hydraulic fluid and/or pneumatic fluid (air) or other resources to the railcars. A railcar or a plurality of railcars of the present disclosure may be connected to the locomotive189by the railcar coupler20and the resource coupler54. As an option, the locomotive189may be fitted with the systems to operate as a command and control station to operate the attached railcars as described herein.

It is noted that the embodiments of the water barrier system illustrated in the accompanying drawings are shown with mobile water barriers in the form of railcars by way of example, but the present disclosure is not so limited. In additional embodiments, mobile water barriers of the present disclosure may be in the form of semi-truck trailers, bus bodies, van bodies, etc. to be deployed on a road or other surface. To provide the water barrier system with mobile water barriers in these non-railcar forms, modifications to the designs shown in the accompanying drawings may be made, such as changing the wheels and/or supporting elements, etc. However, the basic concepts and principles for forming a water barrier system from such mobile water barriers will be similar to the example systems described and shown herein with reference to railcars.

To apply the disclosed concepts to non-railcar mobile water barriers, one or more of the following example modifications to the embodiments shown in the accompanying drawings may be made. For example, the trucks21(also referred to as “bogies”) (e.g.,FIG.35) may be removed from the BTPS underframe23. The BTPS underframe may be placed on a van, bus, or semi-truck frame. The van, bus, or semi-truck frame may have a length L3(FIG.8) or shorter and a width L4(FIG.9) or shorter. As an option, the BTPS underframe23and the van, bus, or semi-truck frame may be manufactured as an integral unit.

The van, bus, or semi-truck frame may be provided with additional components for transportation on a road or similar surface. For example, such additional components may include, but are not necessarily limited to, steering components, an engine, a transmission, drive wheels and other wheels, a wheel suspension system, etc., to move the mobile water barriers from one location to another as desired. As an option, all-wheel or four-wheel steering may be employed. In one example, steering, acceleration, and braking controls may be located on the manual control operator platform204and manual control panel205of the WBA40, as shown inFIG.117.

In some embodiments, the endwall42cut-outs153and other endwall42openings described above in relation toFIG.79may be omitted in non-railcar contexts. Thus, the endwall42may be a solid element that is impermeable to water flow. The WBA bottom GHA46may be extended along the length L9(FIGS.18and19) of the endwall42. The length L6of the WBA sidewall extension41, as described above in relation toFIG.20, may be shortened or the WBA sidewall extensions41may be removed to deploy the mobile water barriers via bus, van, or semi-truck. If removed, the WBA side GHAs45may be attached directly to the WBA endwalls42. Alternatively, if the WBA sidewall extensions41are removed, a single, and potentially larger, WBA side GHA45may be positioned in a middle of a width L13(FIG.18) of the WBA endwall42to form a water seal with an adjacent vehicle or tower structure along its height H4(FIG.23), as described above. A side gasket49of such a modified WBA side GHA45may have a planar outer contact surface106as shown inFIG.26, or an arcuate outer contact surface142and143as shown inFIG.88. License plates, signal lights, and/or head lights may be attached to the endwalls42as needed for transportation along roads or other similar surfaces.

Because vans, buses, and/or semi-trucks may not be deployed along rails, a GPS and auto-parking technology may be employed to automatically align, position, park, and deploy a plurality of the mobile water barriers into a water barrier assembly. Thus, a GPS location system102(FIG.48) may be included in such embodiments. The controlling computer system104(FIG.48) may use the GPS location system102to determine a location of the mobile water barrier and to activate an auto-parking technology to automatically deploy a water barrier assembly in a location and with physical orientations as desired. Suitable auto-parking technologies are described in, for example, U.S. Pat. No. 4,931,930, titled “AUTOMATIC PARKING DEVICE FOR AUTOMOBILE,” issued Jun. 5, 1990, the entire disclosure of which is hereby incorporated herein by reference.

Accordingly, disclosed are water barrier systems that may be deployed quickly, efficiently, cost-effectively, and securely. In some embodiments, this disclosure describes specialized railcars that can be used in a system of similar railcars. The system may have the ability to automatically or manually convert from a mobile form into a continuous water barrier assembly of any desired length to protect large land masses from major flooding events, such as storm surges, river flooding, and other flooding events. After the flood threat has diminished, the system of mobile water barriers can automatically or manually convert from the water barrier assembly form into a mobile form to be transported to another location, such as by rail, for storage or for re-deployment.

In some embodiments, as described above and shown in the accompanying drawings, a mobile water barrier of the present disclosure may have the ability to automatically join its sidewalls with the sidewalls of an adjacent mobile water barrier. The sidewalls can be lowered and sealed onto a surface, such as a ground-level planar surface. Thus, the system may transform itself from a mobile form into a continuous water barrier assembly of substantial height and length, where the length of the water barrier assembly is determined by the number of mobile water barriers used. This system can be used to form an effective barrier against storm surges, river flooding, and other significant flooding events. The system can be used strategically to protect cities and towns or can be used tactically to protect facilities such as oil refineries and nuclear power plants. After the flood threat has passed, the system can transform itself from the water barrier assembly form back into a mobile form to then be transported to another location (e.g., for storage or for another deployment), such as by rail.

The process parameters and sequence of the steps described and/or illustrated herein are given by way of example only and can be varied as desired. For example, while the steps illustrated and/or described herein may be shown or discussed in a particular order, these steps do not necessarily need to be performed in the order illustrated or discussed. The various example methods described and/or illustrated herein may also omit one or more of the steps described or illustrated herein or include additional steps in addition to those disclosed.

The preceding description has been provided to enable others skilled in the art to best utilize various aspects of the example embodiments disclosed herein. This example description is not intended to be exhaustive or to be limited to any precise form disclosed. Many modifications, combinations, and variations are possible without departing from the spirit and scope of the present disclosure. The embodiments disclosed herein should be considered in all respects illustrative and not restrictive. Reference should be made to the appended claims and their equivalents in determining the scope of the present disclosure.

Unless otherwise noted, the terms “connected to” and “coupled to” (and their derivatives), as used in the specification and claims, are to be construed as permitting both direct and indirect (i.e., via other elements or components) connection. In addition, the terms “a” or “an,” as used in the specification and claims, are to be construed as meaning “at least one of.” Finally, for ease of use, the terms “including” and “having” (and their derivatives), as used in the specification and claims, are interchangeable with and have the same meaning as the word “comprising.”