US3014604A - Freight handling means and method - Google Patents

Description

Dec. 26, 1961 Filed April 9, 1956 FIGS. l

J. E. LOOMIS I FREIGHT HANDLING MEANS AND METHOD l6 Sheets-Sheet 1 IN V EN TOR.

JACK E. LOOMIS ATTY.

Dec. 26,

Filed April 9, 1956 FIG. 2

METHOD l6 Sheets-Sheet 2 Q n J 1 g g WT! 11, II o L -'8 M g '1" i l IV'H Q IL O Q up m :ri' L 8 j C. l :l j J l :9, INVENTOR.

JACK E. LOOMIS BY Dec. 26, 1961 J. E. LOOMIS FREIGHT HANDLING MEANS AND METHOD l6 Sheets-Sheet 3 Filed April 9, 1956 FIG. 4

INVENTOR.

JACK E. LOOMIS BY M WA Z'M ATTY.

Dec. 26, 1961 J. E. LOOMI S FREIGHT HANDLING MEANS AND METHOD l6 Sheets-Sheet 4 Filed April 9, 1956 INVEN TOR.

JACK E. LOOMIS AT TY.

Dec. 26, 1961 J. E. LOOMIS FREIGHT HANDLING MEANS AND METHOD 16 Sheets-Sheet 5 Filed April 9, 1956 4 8 INVENTOR.

JACK E. LOOMIS BY Q ATTY.

Dec. 26, 1961 J. E. LOOMIS 3,014,604

FREIGHT HANDLING MEANS AND METHOD Filed April 9, 1956 16 Sheets-Sheet 6 INVENTOR.

JACK E. LOOMIS BY M W 2 Dec. 26, 1961 J. E. LOOMIS 3,014,604

FREIGHT HANDLING MEANS AND METHOD Filed April 9, 1956 16 Sheets-Sheet 7 INVENTOR.

JACK E. LOOMIS J. E. LOOMIS 3,014,604 FREIGHT HANDLING MEANS AND METHOD 16 Sheets-Sheet 8 Dec. 26, 1961 Filed April 9, 1956 F l I I. I

I u I I l I I I I l I I I I I I If) INVENTOR. JACK E LOOMIS ATTY.

Dec. 26, 1961 J. E. LOOMIS 3,014,604

FREIGHT HANDLING MEANS AND METHOD Filed April 9, 1956 16 Sheets-Sheet 9 FIG. I3A

INVENTOR.

JACK E. LOOMIS Dec. 26, 1961 J. E. LOOMIS FREIGHT HANDLING MEANS AND METHOD l6 Sheets-Sheet 10 Filed April 9, 1956 Q Q E INVENTOR.

I JACK E. LOOMIS BY 6 M ATT Y.

Dec. 26, 1961 J. E. LOOMIS FREIGHT HANDLING MEANS AND METHOD l6 Sheets-Sheet 11 Filed April 9, 1956 FIG. l4

FIG. I5

INVENTOR.

JACK E. LOOMIS ATTY.

Dec. 26, 1961 J. E. LOOMIS 3, 4,

FREIGHT HANDLING MEANS AND METHOD Filed April 9, 1956 16 Sheets-Sheet 12 FIG. l8

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INVENTOR. JACK E. LOOMIS "MW Wa ATTY.

Dec. 26, 1961 J. E. LOOMIS 3,014,604

FREIGHT HANDLING MEANS AND METHOD Filed April 9, 1 956 16 Sheets-Sheet 1:5

INVENTOR.

JACK E. LOOMIS ZZZ;

J. E. LOOMIS 3,014,604

16 Sheets-Sheet 14 INVENTOR. JACK E. LOOMIS BY ATTY.

0 5 mi 0 t 31 mi W Dec. 26, 1961 FREIGHT HANDLING MEANS AND METHOD Filed April 9, 1956 Dec. 26, 1961 J. E. LOOMIS FREIGHT HANDLING MEANS AND METHOD l6 Sheets-Sheet 15 Filed April 9, 1956 INVENTOR.

JACK E. LQOMIS BY M Dec. 26, 1961 J. E. LOOMIS FREIGHT HANDLING MEANS AND METHOD l6 Sheets-Sheet 16 Filed April 9, 1956 IN V EN TOR.

United States Patent FREIGHT HANDLING MEANS AND METHOD Jack E. Loornis, Battle Creek, Mich, assignor to (Ilark Equipment Company, a corporation of Michigan Filed Apr. f, 1956, Ser. No. 577,118

14 Claims. (Cl. 214-38) My invention relates to the handling and transporting of freight, and more particularly concerns the provision of means and method for effectively associating and disassociating suitable portable freight carrier structure means with transporting means, such as freight cars, truck trailers and vessels.

The present application constitutes a continuation-inpart of my prior application filed August 30, 1955, under Serial No. 531,489 (nowv abandoned), entitled Freight Handling Means and Method.

The problem of conveniently handling freight for transport without undue handling or loading and unloading from one transporting means to another form of transporting means has longexisted in the art and although many hayedealt with the problem no prior approaches have gone into commercial use many substantial extent except for the system now in vogue in which conventional truck trailers arehauled by railroad flat cars, commonly referred to as the piggy-back system.

The piggy-back system although satisfactory for effecting fast transportation of trailers to eliminate the delay and hazard of highwaytravel hasrnany inherent limitations. For example, truck trailers are costly and require substantial capital investment which requires the promp dispatch of them at the shipping and'receiving terminal andnegatestheir use for storage of freight before or after shipping. Also, they present difiiculties (due to their height) in satisfactorilytransporting them on a transporting means, such as a railroad flat car, and additionally require elaborate anchoring mechanisms necessitating tedious and time-consuming manual activity of railroad workers for securing the trailers against rolling movement relative to the flat car or other transporting surface. Further, such known system requires the provision of special loading and unloading docks and the system is primarily suitable only for useat locations having convenient terminal facilities for loading and unloading the truck trailers.

In accordance with my invention, I have conceived that freight may be conveniently handled and transported by utilizing suitable freight carrier means which may be of innumerable designs and size depending on the character of the freight to be transported or stored, It is of significance that such freight carriers be of a size and dimension so as to be handled by known materials handling equipment, such as fork lift trucks, straddle trucks and cranes, and other mechanical devices. Within the limitation last noted, a freight carrier of my invention may comprise a single enclosed container, of suitable dimensions which may be likened to the body of a truck trailer, an open frame work structure for supporting parts or complete or partial assemblies of parts, such as automobile bodies or complete automobiles, an open gondola form of container for carrying coal or other like products, or a tank-like construction for carrying fluid materials. The several freight carriers of the character last mentioned are intended as typical only, but serve to indicate the flexibility of design of such freight carriers which may be utilized in accordance with my invention.

Freight carriers of the character mentioned are constructed preferably according to my invention so as to embody in their base portions, although other locations as in the roof structure are also suitable, certain latch ing or locking mechanisms adaptedto be associated with suitable anchoring or retaining 'means embodied witha carrier supporting surface of the transporting means; such for example as a railroad flatrcar, a'flat bed truck trailer, a ship or aircraft, etc. The anchoring or retaining mechanisms or means associated with the carrier supporting surface of thetransporting means preferably is of a nature which acts as'a guide in an operative position for positioning the carrier on the supporting surface and in an inoperative position may be disposed below the level of the carrier supporting surface so that the transporting means may be used in its conventional manner if required. i l It is an object of my invention to provide a freight carrier and carrier supporting surface of transporting means with cooperativelyrelated means enabling themavenient location and retention of freight carrier means with the carrier supporting surface of the transporting meansa i A further object of my invention is to provideretention means, as aforesaid, whichenables the ready association and disassociation of afreight carrier relativeto the freight carrier supporting'surface by means of suitable load lifting and transporting mechanisms -or mater ials handling equipment, such as by conventional fork lift trucks, straddleitruck s and overhead'cranes."

It" isv of particular significance "in my invention that the freight carriers are adapted. tobe handled by load lifting and handling mechanisms such aspresehtly materials handling equipment of conventional 'construc tion, for example, fork trucks, straddle trucks and cranes, in that by virtue of the usability of such lrinds' of equipment or machines, no special ramps, loading or uiload ing dock facilities or otherexpensive permanent type facilities are required. Rather vehicles and devices having utility for other purposes at a manufacturingor materials receiving and handling plant maybe adapted to the purpose of my invention without special-modification thereof.

Accordingly, it is a further object of my invention to provide latching mechanism between a freight carrier and carrier supporting surface of a transporting means which is operable by anelement or portion of a load lifting and handling mechanism or materials handling equipment of the character aforementioned, whereby the load lifting and handling mechanism in addition to reffecting loading and unloading of the freight carrier relative to the carrier supporting surface also serves to.- effect latching and unlatching of the latch mechanism.

A further object is to provide latching means as last aforesaid which is automatically operable by positioning ofthe load lifting and handling mechanism in position to remove the freight carrier.

A further object of my .invention is to provide latching means, as last described, characterized by having a movable outwardlyvisible portion upon actuation thereof so that the operator of the materials handling equipment .may discern by sight if the latching means is in operative or inoperative condition.

In the practice of my invention conventional load carrying surfaces or platforms, such as provided by railroad fiat cars and flat bed trailers, may be utilized Without undue reconstruction thereof so that the carrying surfaces of the same may be utilized in conventional manner. a

To the end last noted it is a further object of my invention to provide latching means for a freight carrier supporting surface in the form of anchor means adapted in operative position to cooperate with siutable means incorporated in a freight carrier for interlocking the carrier and supporting surface, and which anchor means in inoperative position is disposed beneath of in a non-interrupt ing relation to the freight carrier supporting surface.

A further object is to provide anchor means of the character indicated which is readily and easily disposed in operative position for locking association with latching means of a freight carrier.

A further object is to provide anchor means for the freight carrier supporting surface which may be disposed below the plane of the latter with the freight carrier disposed thereon so that, if necessary, the freight carrier may be skidded off of the supporting surface.

A further object is .to provide latching means in association with a freight carrier for effecting automatic unlatching of the latch means preparatory tolifting of the freight carrier by a crane or the like.

An additional object of my invention is to provide improved means on an industrial material handling vehicle, particularly, a fork lift truck, for actuating the aforesaid latch means prior to inserting the load engaging forks of the truck fully beneath the freight carrier means and to prevent latching operation of such mechanism even though the lift truck should move away from the load slightly at the initial stages of the lifting operation.

A further object is to provide latch means between a freight carrier and a freight carrier supporting surface of a character to effect locating the freight carrier relative to the freight supporting surface in position to enable the easy operation of the latching, means.

The above and other objects and advantages of my invention will appear from the following detail description of certain preferred embodiments of my invention.

Now, in order to acquaint those skilled in the art with the preferred manner and modes of practicing my invention, I shall describe such in connection with the accompanying drawings:

In the drawings:

FIGURE 1 is a schematic representation in perspective showing the use of my invention with various types of freight carrier means and freight transporting means;

FIGURE 2 is a bottom plan view of one particular type of freight carrier means embodying the features of this invention and normally adapted for use with rail-borne transporting means, such as a railroad flat car;

FIGURE 3 is a partial front elevational view of the freight carrier means illustrated in FIGURE 2;

FIGURE 4 is an enlarged partial front elevational view with parts broken away in section showing improved anchor means for use with the carrier of FIGURE 2;

FIGURE 5 is a cross sectional view taken substantially along line 5-5 of FIGURE 4 and looking in the direction 'of the arrows thereon;

FIGURE 6 is a perspective showing of the anchor means shown partially in FIGURE 5;

FIGURE 7 is a partial top plan view of one end of the anchor means of FIGURE 6, illustrating the same in a retracted condition;

FIGURE 8 is a partial cross sectional view, similar to FIGURE 5, showing the anchor means of FIGURES 6 and 7 being conditioned for operation;

FIGURE 9 is a partial front elevational view similar 'to FIGURE 4 illustrating a modified form of anchor means for use in my invention;

FIGURE 10 is a cross sectional view taken substantially on line 10-10 of FIGURE 9 and looking in the direction of the arrows thereon;

FIGURE 11 is a partial bottom plan view of the freight carrier means illustrated in FIGURE 2 but at an enlarged scale thereover to particularly illustrate a modified form of latching means useful in my invention;

FIGURE 12 is a paftial end elevational view of the freight can'ier means illustrated'in FIGURE 11 of the drawings, showing in particular the positioning of the latching means in the base portion of such carrier means;

FIGURE 13 is an enlarged partial front elevational view 4 of the latching means shown in FIGURES 11 and 12 for illustrating the aspects of an improved anchoring means useful with such latching means;

FIGURE 13A is a perspective showing of the latch mechanism illustrated in FIGURES 11-13, but showing the same in operative arrangement with a modified actuator means carried by the lift truck;

FIGURE 13B is an enlarged view in plan of a new and improved latch operating mechanism used in the installation of FIGURE 13A;

FIGURE 14 is a perspective showing of another modified anchor means useful in my present invention;

FIGURE 15 is a partial top plan view at one end of the anchor means shown in FIGURE 14, illustrating the same in a retracted condition;

FIGURES 16, 17 and 18 are sequential diagrammatic illustrations of the modified anchor means of FIGURES 14 and 15 demonstrating the mode of operating the same;

FIGURE 19 is a perspective view of a freight carrier means particularly arranged and adapted for use with an overhead crane type of material handling device;

FIGURE 20 is an enlarged partial view in front elevation of a portion of the latching means employed with the freight carrier means of FIGURE 19;

FIGURE 21 is a cross sectional view taken substantially along line 2121 of FIGURE 20 for further illustrating the particulars of the latching mechanism portion as set forth therein;

FIGURE 22 is a bottom plan view of the freight carrier means illustrated in FIGURE 19 and particularly demonstrating an improved latching means employed therewith; and

FIGURE 23 is a cross sectional view taken substantially along line 2323 of FIGURE 22 looking in the direction of the arrows thereon to illustrate the particulars of the anchor means employed with such freight carrier means.

Turning now to the particulars of the present invention as found in the accompanying drawings and considering initially FIGURE 1 therein, it will be observed that I have illustrated the freight handling means and method of this invention in conjunction with several types of freight carrier means and materials handling equipment. For example, in the lower right-hand portion of that figure, a freight carrier 20 is shown comprising an enclosed container arranged for engagement and transfer by either a lift truck material handling device, as indicated at 21 or a straddle truck 22. This particular type of freight carrier means will be described in greater detail hereinafter as illustrative of the basic intents and purposes of my invention and it will further be recognized that such is arranged and adapted for transportation between loading and unloading terminals on a railroad fiat car 23 or other suitable type of rail, wheel-borne or air transporting means.

Also illustrated in FIGURE 1 and in association with the railroad flat car 23 are two modified forms of the box-like freight carrier means 20 comprising an open top gondola style of freight carrier 24 especially suited for carrying loose materials such as coal, sand and the like and a tank type of freight carrier means 25 arranged especially for the transportation and storage of liquids.

Another form of freight carrier means comprising a collapsible cage is illustrated generally at numeral 26; such freight carrier means being particularly arranged and adapted to handle and store automobile parts or complete automobiles as illustrated. The details of this type of freight carrier means are to be found in a copending application, Serial No. 565,980, filed February 16, 1956, in the name of Dennis E. Erickson, and entitled Auto Carrier, now Patent Number 2,906,405, issued September 29, 1959.

It will be understood, especially from a study of the lower left-hand portion of FIGURE 1, that such above listed freight carrier means may conveniently be transported to a railroad siding for example via a trailer truck means, indicated generally at numeral 28. In such instance, either a straddle truck 22 will remove the carrier means from the bed of the trailer truck or the fork lift truck 21 may be employed for the same purpose. After removal from the truck bed, such freight carrier means are disposed on the bed of a railroad flat car, for example, for transportation over long distances and be tween loading and unloading terminals.

In addition to the enclosed type of freight carrier means heretofore described in which conventional material handling devices engage the same substantially at its bottom wall or base, I further set forth the features of a freight carrier means 30 shown in association with a ship 31 in FIGURE 1. Such freight carrier means 30, like carrier means 20, comprises an enclosed box-like structure but differs thereover by virtue of upwardly p'rojecting plate means whereby an overhead crane 32 equipped suitably with a harness assembly 33 may be adapted for handling this form of freight carrier means from a dock site, for example, to the decking of ship 31.

With respect to the several forms of freight carrier devices hereinabove described, it should be remembered and understood that all such devices have means ernbodied therewith for locking the same with suitable anchor devices associated with the supporting surface of a freight transporting means and that such latching mechanisms or means are designed to accommodate disassociation from the anchor means engaged thereby on the positioning or arranging of the material handling means in a manner to effect the movement of the freight carrier means.

Without elaborating on such system in greater detail at this juncture, the descriptive material which follows presently concerns itself largely with the features and operation of the enclosed type of freight carrier means, such as the box-like structure illustrated in FIGURE 1 and modifications thereof. As shown thus in FIG- URES 2 and 3, the freight carrier means 20 includes a base structure comprising longitudinal side frame rail members 35, 35, end frame members 36, 36 and plural cross tie or brace members 37, 37 paralleling the end frame members 36, 36; the whole presenting a substantially rectangular frame structure of rugged and rigid nature suitable for supporting and carrying a freight containing wall structure of the freight carrier means. It will be recognized that such base structure is applicable also to the freight carrier means 24, and 26, as illustrated in FIGURE 1.

Included in the base of the freight carrier means 20 is a means for automatically associating and disassociating the same with respect to an anchor system or means related to the freighttransporting means, such as the supporting surface of a railroad flat car 23. Such latching or locking mechanisms may vary as to particulars of design and operation, but one illustrative type useful with my present invention is set forth generally in FIGURES 2 and 3 of the drawings and is indicated generally at numeral 40 therein. While the specific features of the particular latching mechanism 4'0 comprise the subject matter of a separate copending application, Serial No. 583,232, filed May 7, 1956, in the name of Russell Hastings, Jr., and entitled Latch Linkage Mechanism, now Patent Number 2,898,872, issued August 11, 1959, such nevertheless will be described briefly herein as exemplifying the type of latching mechanism requisite for the successful application of my invention.

Generally, it may be stated that the base structure for the freight carrier means 20, includes a pair of parallel spaced hollow box- like channel members 41, 41 which extend transversely between the parallel side rails 35, 35 of the base structure. the axial entry and reception of fork members 42, 42 of a conventional material handling lift truck, such as 21, shown in FIGURE 1. To accomplish the entry of such fork members, the channel members 41, 41 open in- Such are designed specifically for i wardly of the side rails 35, 35, as shown at 43 in FIG- URE 3. The construction of the latching mechanism 40 is designed to respond to the positioning of the fork members 42 within the channel members 41, 41 when such are being located ready for lifting the load carried in the freight carrier means 20.

In greater detail, the latching mechanism 46' includes a bell crank assembly 44 and an associated linkage means 45 respectively pivoted at 46 and 47 on pivot anchor plates 48, 48; the latter being secured adjacent one side of a channel member 41 to extend toward the other channel member. A suitable opening is formed in such one side wall of the particular channel member 41 which'supports the plates 48 for the passage of a trip bar 49 formed as an integral extension of a base arm 50 in the bell crank means 44. Thus, as the fork arms 42 move into the interior of the channel members 41, one thereof engages the trip bar 49 and the bell crank 44 is responsively moved clockwise as viewed in FIGURE 2 to longitudinally motivate a reach arm 51 pivotally joined at 52 to the outer end of the secondary arm of the bell crank 44.

The linkage means 45 includes arm members 53 and 54 which are pivotally interjoined in an angular intersecting relationship as at 55. Arm 54 is pivotally secured at one end 56 to the arm 50 of the bell crank 44 while arm 53 is secured to one of the pivot plates 48 by pivot means 47. The free end of the arm member 53 is pivotally secured to one end of a second reach arm 57 by pivot means 58. Engagement of the trip member 49 by one fork arm 42, spoken of hereinabove, causes clockwise rotation of bell crank 44, but reverse or counterclockwise rotation of the linkage means 45, thus motivatingthe reach arm members 51 and 57 in opposite axial directions.

A latching pin or plunger means 60 is joined and formed coaxial with the outer end of arm means 51 While a similar latching pin is disposed at the outer end of the arm means 57. Such two pins 60, 60 are designed to invade openings in a cast pad means 63, one of which is shown especially in FIGURE 4 of the drawings. In this regard, it will be appreciated that a spring means 64 extends between the assemblies 44 and .45 to normally bias pin means 60 into a position wherein such project through the pads 63. Conversely, the trip means 49 of the attached bell crank linkage means, which is operable in response to positioning the fork members 42 within channels 41, is designed to disengage or retract the pin means 60 to release the freight carrier means from the anchor system or means carried in a projecting manner on the supporting surface of a transporting means, such as a railroad flat car, trailer truck bed or like supporting surface.

In certain instances, a straddle truck 22 will be usefully employed to raise and lower the freight carrier means it). In such instance, the straddle arms of such a freight handling mechanism do not include the fork members 42, 42 and thus the freight carrier means 20 equipped only for operation by fork lift trucks would be limited in its utility. To that end, it is recognized that an auxiliary means for operating the latching mechanism 40 is needed when employing a straddle truck. To accomplish this means a bolster arm 65 is attached to the latching pin 6t! near the outer end of the arm 51 in the system hereinabove described. Such arm 65 reaches substantially transversely at rod 51 and extends outwardly thereof in symmetrical fashion to support at its ends a pair of trip pins 66, 66 extending through the side frame member 35 of the carriers base stucture. Such arm 65is rigidly attached to the link 51 and the trip pins 66 extend sufficiently outwardly of the side frame 35 to be engaged by the engaging arms 67 of a straddle truck. Thus, when the straddle truck is positioned in a straddling manner over the freight carrier means 20, the pin members 66 may be depressed by the straddle arms 67 to operate the latching mechanism 40 and retract the latching pins 60 from their projecting condition with respect to pad means 63.

With special attention now to FIGURES 4 and of the drawings, the features and concepts of a preferred form of anchor retaining means for cooperation with pad 63 will be described. From these views it is well to appreciate that triangular anchor plate means 68 cooperate with the latching mechanism hereinabove described in retaining the freight carrier means on the transporting means and particularly the load supporting surface thereof.

As shown in these two figures, the substantially triangular shaped anchor plate 68 is pivotally supported at its lower end on a shaft member 68a carried on the side framing of the transporting means, as for example, in the frame work of a railroad flat car. Particularly, such shaft 68a is held by spaced bearing blocks 69, 69 mounted on a channel member 70 of the supporting bed of the railroad fiat car 23. The location of the structural member 70 is inwardly of the extreme outside rail member 71 of the fiat car and the pivotal axis defined by shaft 680 is beneath the upper surface of the decking 72 which constitutes a supporting surface of such railway car (see FIGURE 6). Mounted behind the anchor plate 68 so as to form a stop or abutment member for engaging a limit stop projection 73 of the anchor plate, is a block 74 which may comprise a suitable casting or the like. This relationship is illustrated in FIGURE 5 of the drawings.

The block 74, of course, limits upward swinging movement of the anchor plate 68 to dispose the general plane thereof at an angle slightly less than 90 with respect to the horizontal decking 72.

A cast block member 75 is supported on an angular channel member 76 which is welded or otherwise suitably secured to the inside face of frame member 71. Such block member presents a sloping upper face 75a which mates with the angularly disposed outside face 77 of the anchor plate 68 when the latter is nested therewith. Therefore when the anchor plate is disposed in its lowered or non-operative position surface 77 matingly engages the block 75 and presents a flush undersupport to an overlying pivotal cover plate 78. In particular, plate 78 is pivoted adjacent its outer end as on axle 79, to be pivotally movable counterclockwise, as viewed in FIG- URE 5, or in opposite rotational sense when lifted upwardly about its pivotal axis from the corresponding motion of the anchor plate 68.

The operating function of the cover plate 78 of FIG- URE 5 is substantially as follows:

With the anchor plate 68 in its lowered position so that surface '77 thereon engages the member 75, the cover plate 78 will be in a covering position or overlying the anchor plate. A suitable circular hole or opening (not shown) is provided in the cover plate for the insertion of a hook or an operators finger to lift the cover plate to a substantially vertical position whereafter the anchor plate may be raised as shown in FIGURE 5, so that an opening 80 therein aligns coaxially with the projecting end of the pin means 60 of the latching mechanism whereby the pin may enter opening 89 and lock therewith. Cover plate 78 is then lowered to its FIGURE 5 position whereat the outer end thereon rests against the anchor plate and prevents the latter from swinging downwardly away from the freight carrier means 20. Thus, plate 78 serves to lock the anchor plate in its raised operative condition.

A certain modified cover plate 78 as shown in FIG- URES 6, 7 and 8 is constructed with a slotted aperture 78a extending to the outward end of the plate 78' so that the entry of a hook through the cover plate to engage the eye opening 80 of the anchor plate permits lifting the anchor plate without first removing the cover plate (see FIGURE 8). Thereafter lifting the anchor plate automatically raises the cover plate until such clears the outer end of the anchor plate whereafter the cover plate falls downwardly behind the raised anchor plate to hold the latter in its raised condition. In such an arrangement it is contemplated that an operator may easily raise the anchor plates for engagement by the pin means 66, 60 of the latching mechanism in a very efficient manner.

With relation to the positioning of the freight carrier means 20 on the anchor or retaining means, it will be noted from FIGURES 4 and 5 especially that each casting 63 comprises a wedge portion 81 which is engaged by the raised anchor plates in operation with the carrier positioned on the anchor means carried by the freight transporting means, the pin members 60, pass through such wedge portions 81; the pins being guided in their sliding or reciprocating motion by sleeve means 82. Each casting 63 is also formed to present a substantially central triangular indentation defined by two sloping side walls 83, 83 (see FIGURE 4); into which the anchor plate is guided. The wedge portion 81 defines the rear wall of the triangular indentation and its wedge shape acts as a guide and lock to tightly wedge the attached freight carrier means against lateral'motion with respect to the raised anchor plates. The walls 83, likewise serve to hold the carrier against longitudinal displacement by engaging the anchor plates. It is also to be noticed that the side walls 83 of triangular indentation in casting 81 serve as guide means for locating and guiding the freight carrier means onto the raised anchor plates. At the same time, the wedge formation of portion 84 permits vertical withdrawal of the freight carrier means after the disengagement of the latching means from the anchor retaining means.

While the foregoing description of the anchor retaining means is related to the attachment of one end of the latching pin means 60 to one anchor retaining means, reference at this point to FIGURE 6 of the drawings will reveal the preferred construction for the anchor retaining means as embodied on the transporting means. Note that two such described anchor plate and cover plate members are located at the opposite ends of an intertying plank or beam member 84. The plank 84 is designed especially to replace a portion of the planking or decking 72 of a railroad flat car or like supporting surface on the transporting means and is further preferably constructed of metal, such as a C-channel or the like. By utilizing the plank means in combination with two anchor mechanisms a unit giving accurate lateral spacing between the anchor plate means 68 is provided and more rigid and uniform construction and installation is made possible. It is contemplated of course, that the adaptation of present supporting surfaces on railway fiat cars, for instance, to my system and mechanism may be speedily brought about by removing certain of the deck planks therein and replacing the same with the combined anchor retaining units illustrated in perspective in FIGURE 6 of the drawings. It is also fully contemplated that in certain installations the requirement for the full interconnecting plank means 84 is not essential or desirable and to that end, of course, individual anchor retaining means as illustrated in FIGURE 5 of the drawings may be disposed at appropriate locations in the supporting surface for the freight transporting means. In general however, it may be stated that the preferred embodiment for the anchor retaining means is according to FIGURE 6; such comprising substantially two plank units for each freight carrier means supported by the freight transporting means.

It will be understood that when employing the plank means 84, the block member 74 which lies behind the anchor plate 68, as shown in FIGURE 5 of the drawings, will comprise an integral portion of such plank member 84 or be rigidly affixed thereto as by welding or other suitable connective devices. In this manner then the anchor plate members 68 will be paired in the plank member 84 to assure the advantages outlined hereinabove.

In practice, the anchor retaining means are raised to the position illustrated best in FIGURE 6 of the draw-

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