Load carrier configured to transport a heavy load via rail transport, assembly of a container wagon and such a load carrier, and method of manufacturing such a load carrier

Abstract

Load carrier (1), configured to transport a heavy load, in particular heavy machinery or the like that may weigh up to 30.000 kg, via rail transport, comprising: - two outer longitudinal beams (3) that define longitudinal outer sides (4) of the load carrier that extend between a first (6) and a second longitudinal end (7) of the load carrier, wherein said beams, at least in an unloaded state thereof, comprise a curvature in the longitudinal direction of said beams; - a plurality of reinforcements (5) that are arranged in between the two outer longitudinal beams (3); - wherein the load carrier, at least in an unloaded state thereof, comprises a curvature in the longitudinal direction to allow the load carrier to bend into a less curved shape when, during use, the heavy load is carried; - wherein the load carrier comprises an upper deck (2) extending at least between the two outer longitudinal beams (3) and over the plurality of reinforcements (5), wherein said upper deck (2) is configured to receive the heavy load; - wherein the upper deck (2) is defined by one or more than one upper plate (15); and - wherein each of the two outer longitudinal beams (3) comprise two profiles (16) that are welded between the upper deck (2) and one or more than one lower plate (17) that defines a lower deck (18). The invention is furthermore related to an assembly of a container wagon and such a load carrier, and to a method of manufacturing such a load carrier.

Description

[0001] The invention is related to a load carrier for rail transport, and in particular to a load carrier that is configured to transport a heavy load, in particular heavy machinery or the like, via rail transport. The invention is furthermore related to an assembly of a container wagon and such a load carrier, and to a method of manufacturing such a load carrier.

[0002] An example of a load carrier according to the prior art are flat rack shipping containers, that are also known as platform trailers or flatbed trailers, that are used for transporting or storing heavy cargo that may be bulky and have unique dimensions. The flat level surface is perfect for hauling bulky or heavy loads, such as heavy machinery. The sides of the flat rack are typically removable, which makes them ideal for loading and unloading with a crane, forklift or reachstacker. The dimensions of flat rack shipping containers are based on standard container sizes. For a 20-foot flat rack container the standard exterior dimensions are 6.10 m long x 2.44 m wide x 2.59 m high, or in feet: 20' long x 8' wide x 8' 6" high. A 40-foot flat rack container has the same width and height, but is of course twice as long as a 20-foot container. The payload capacity of a 40-foot flat rack container is more than 40.000 kg, which renders them perfectly suitable for transporting heavy machinery, for example agricultural machinery. As flat rack shipping containers are based on standard container sizes, they are especially suitable for transport on ships, e.g. from one port to another port.

[0003] Once arrived at a port, the heavy machinery is most of the time not yet at its final destination. Further transport over land is normally required, for example from the port to a destination, or simply between two geographical locations on land. This transport may take place over road by trucks, with special transport, over rail by trains, or a combination thereof. For example, the heavy machinery may be transported over rail from the port to a railway station. From the railway station, the final transport to the final destination may take place via special transport over the road. In other uses cases, heavy machinery may be transported over the road by a truck towards a railway station, where it is moved onto a train for further transport over rails.

[0004] There is thus a need to transport heavy loads, such as heavy machinery or the like, that may weigh up to 30.000 kg and are often relatively bulky, over rail. The maximum allowable height for rail transport is dictated by the height of tunnels, etc. Thus, contrary to transport over sea, where the height of cargo is not a critical factor at all and the cargo is allowed to be out-of-gauge, i.e. wider than the flat rack container, the total height of a flat rack shipping container including the load carried by said flat rack shipping container, may be a critical factor in case of transport over land. However in order to be able to arrive at the above mentioned payload capacity of 40ft flat rack containers of more than 40.000 kg, the support surface of flat rack shipping containers is often relatively thick, i.e. up to 60 cm. Moreover, rail transport has very strict and specific guidelines with respect to securing of loads during transport, as defined in the UIC Guidelines. Flat rack containers are not designed to meet these strict requirements for securing loads.

[0005] International patent application WO 2014 / 189896 A1 is directed to a cambered frame system for intermodal rail cars, and thus discloses a load carrier. This document is considered to form the closest prior art for the load carrier according to the invention. Relative to WO 2014 / 189896 A1, at least the characterizing features of claim 1 are novel.

[0006] United States patent application US 2001 / 010197 A1 describes a method of making depressed center railcars that involves a combination of casting and fabrication. This document is considered to form the closest prior art for a method of manufacturing a load carrier according to the invention.

[0007] United States patent US 4,290,642 A is acknowledged as further prior art.

[0008] An objective of the present invention is to provide a load carrier for rail transport, that is improved relative to the prior art and wherein at least one of the above stated problems is obviated or alleviated.

[0009] Said objective is achieved with the load carrier, configured to transport a heavy load, in particular heavy machinery or the like that may weigh up to 30.000 kg, via rail transport, according to claim 1 of the present invention, said load carrier comprising: two outer longitudinal beams that define longitudinal outer sides of the load carrier that extend between a first and a second longitudinal end of the load carrier, wherein said beams, at least in an unloaded state thereof, comprise a curvature in the longitudinal direction of said beams; a plurality of reinforcements that are arranged in between the two outer longitudinal beams; wherein the load carrier, at least in an unloaded state thereof, comprises a curvature in the longitudinal direction to allow the load carrier to bend into a less curved shape when, during use, the heavy load is carried; wherein the load carrier comprises an upper deck extending at least between the two outer longitudinal beams and over the plurality of reinforcements, wherein said upper deck is configured to receive the heavy load; wherein the upper deck is defined by one or more than one upper plate; and wherein each of the two outer longitudinal beams comprise two profiles that are welded between the upper deck and one or more than one lower plate that defines a lower deck.

[0010] As mentioned above, heavy machinery may weigh up to 30.000 kg. moreover, such machinery concentrates the weight thereof at a limited contact area, that is defined by the contact area of the wheels (or tracks) of said machinery. Especially for machinery having wheels, the contact area is very limited. For example, if the contact area of a single wheel is defined by a square of about 30 x 30 cm, the total contact area of said respective wheel is only 0,09 m 2< . Thus, if a 30.000 kg machine has four wheels, each wheel carries a weight of 7.500 kg in a contact area of about 0,1 m 2< .

[0011] The load carrier according to the invention is able to withstand such heavy concentrated loads as a result of the load carrier comprising a curvature in the longitudinal direction. In its normal use state, the upper deck, that is configured to receive the heavy load, faces upwards. If the load carrier is placed in an unloaded state in its normal use orientation, on a flat surface, its outer longitudinal ends will rest on said flat surface, while at least a mid section of the load carrier will have an offset relative to this flat surface. Thus, if the outer longitudinal ends are arranged at a first level, the curvature will result in the mid section of the load carrier being at a second level, that is higher than the first level. The height offset between the second level and the first level allows the load carrier to elastically deform when the heavy load is placed on the upper deck of the load carrier.

[0012] The curvature is obtained by the two outer longitudinal beams that define longitudinal outer sides of the load carrier, and correspondingly shaped reinforcements. These outer beams extend between a first and a second longitudinal end of the load carrier. At least in an unloaded state thereof, the outer beams comprise a curvature in their longitudinal direction. The load carrier, at least in an unloaded state thereof, comprises a curvature in the longitudinal direction to allow the load carrier to bend into a less curved shape when, during use, the heavy load is carried. In this way it is guaranteed that, even when a heavy load of up to 30.000 kg is carried by the load carrier, the load carrier will only elastically deform to a certain extent, and in this way prevent that a sag in the middle would result in a bottom side of the load carrier dropping below an imaginary plane defined between lower surfaces of the corner castings. In this way, the load carrier will meet the test requirements according to EN283, wherein a test load weighing 1.5 times the maximum total load (for example about 54.000 kg for a load carrier according to the invention) may not results in an excessive sag in the middle which in turn would result in an overload on a load cell positioned in the middle. This overload requirement is defined in EN283.

[0013] Thanks to the load carrier comprising this curvature, it is able to withstand high concentrated loads, while the load carrier has at a limited thickness, i.e. height. In this way, the load carrier is especially suitable for transport over land, where there are often height restrictions, for example due to tunnels, etc.

[0014] According to the invention, the upper deck is defined by one or more than one upper plate, and each of the two outer longitudinal beams comprise two profiles that are welded between the upper deck and one or more than one lower plate that defines the lower deck. The outer longitudinal beams provide a strong and stiff load with relatively limited amount of material. The strength and stiffness of the load carrier allows to have a limited height of the load carrier, and consequently this allows for an optimization of the available loading height within the permitted dimensions for (rail) transport. Moreover, the use of relatively limited amount of material results in a load carrier that is relatively light-weight for its strength and stiffness, compared to prior art load carriers. The proposed construction is also relatively easy to build, without the need for complex machinery or tools.

[0015] The invention also relates to an assembly, comprising a container wagon and a load carrier according to the invention, wherein the plurality of corner castings that are arranged at the underside of the load carrier are connected to twist locks the container wagon.

[0016] The invention is furthermore related to a method of manufacturing a load carrier that is configured to transport a heavy load, in particular heavy machinery or the like that may weigh up to 30.000 kg, via rail transport, comprising the steps of: providing a curved mold having a curvature in longitudinal direction; placing one or more than one upper plate inside the curved mold to thereby shape the one or more than one upper plate in correspondence with the curvature defined by the curved mold; providing four longitudinal profiles that have a curvature in their longitudinal direction that substantially corresponds to the curvature of the mold; placing two longitudinal profiles near each outer longitudinal side of the curved mold, and attaching said profiles to the one or more than one upper plate; providing one or more than one further longitudinal profile that has a curvature in its longitudinal direction that substantially corresponds to the curvature of the mold; placing one or more than one further longitudinal profile in the curved mold, and attaching said one or more than one further profile to the one or more than one upper plate; placing one or more than one lower plate on top of at least one of the longitudinal profiles and the one or more than one further longitudinal profile that are placed inside the curved mold, to thereby also shape the one or more than one lower plate in correspondence with the curvature defined by the curved mold; and attaching said one or more than one lower plate to the longitudinal profiles and the one or more than one further longitudinal profile.

[0017] In order to prevent confusion, it is remarked that the one or more than one upper plate are plates that define the upper deck of the load carrier. Likewise, the one or more than one lower plate are plates that define the lower deck of the load carrier. Upper and lower thus refer to the orientation of the deck in the normal use orientation of the load carrier. It is however remarked that the load carrier is being built upside down in the mold, so the upper plate is placed first in the mold. Only after all steps have been executed, the load carrier is removed from the mold and turned upside down to its normal use orientation, with the upper deck facing upwards.

[0018] The step of attaching the longitudinal profiles to the one or more than one upper plate preferably comprises the step of welding said profiles to the one or more than one upper plate. Likewise, the step of attaching the further longitudinal profiles to the one or more than one upper plate preferably comprises the step of welding said further profiles to the one or more than one upper plate. Furthermore, the step of attaching said one or more than one lower plate to the longitudinal profiles and the one or more than one further longitudinal profile, preferably comprises the step of welding said lower plate to at least one of the longitudinal profiles and the one or more than one further longitudinal profile.

[0019] According to a preferred embodiment of the method, the longitudinal profiles and the one or more than one further longitudinal profile are substantially equal.

[0020] According to an even further preferred embodiment of the method, said method comprises the manufacturing of a load carrier according to the invention.

[0021] Preferred embodiments of the load carrier and the method are the subject of the dependent claims.

[0022] The various aspects and features described and shown in the specification can be applied, individually, wherever possible. These individual aspects, and in particular the aspects and features described in the attached dependent claims, may be an invention in its own right that is related to a different problem relative to the prior art.

[0023] In the following description preferred embodiments of the present invention are further elucidated with reference to the drawing, in which: Figure 1 is a perspective view of an upper side of a load carrier according to a first preferred embodiment; Figure 2 is a perspective view of a lower side of the load carrier of Figure 1; Figure 3 is a perspective cross-sectional view of the load carrier of Figure 1, near a first longitudinal end of said load carrier; Figure 4 is a perspective cross-sectional view of the load carrier of Figure 1, about halfway the length thereof; Figure 5 is a detailed perspective view of an upper side of the load carrier of Figure 1, near a second longitudinal end of said load carrier; Figure 6 is a top view of the load carrier according to the first preferred embodiment; Figure 7 is a side view of the load carrier according to the first preferred embodiment, in an unloaded state thereof; Figure 8 is a bottom view of the load carrier according to the first preferred embodiment; Figure 9 is a perspective view of an upper side of a load carrier according to a second preferred embodiment; Figure 10 is a longitudinal cross-sectional perspective view of Figure 9; Figure 11 is a transverse cross-sectional perspective view of Figure 9; and Figure 12 is a top view of a load carrier, carrying two exemplary pieces of machinery; and Figure 13 is a side view of a container wagon with the load carrier of Figure 12, carrying the two exemplary pieces of machinery.

[0024] In order to prevent unnecessary repetition, similar features of the first preferred embodiment (that is shown in Figures 1-8), and the second preferred embodiment (that is shown in Figures 9-11), share the same reference numbers.

[0025] Both embodiments are related to a load carrier 1, configured to transport a heavy load, in particular heavy machinery or the like that may weigh up to 30.000 kg, via rail transport. The heavy machinery, that is not shown in the Figures, is placed on an upper deck 2 of the load carrier 1.

[0026] The load carrier 1 comprises two outer longitudinal beams 3 that define longitudinal outer sides 4 of the load carrier 1, and a plurality of reinforcements 5 that are arranged in between the two outer longitudinal beams 3.

[0027] The two outer longitudinal beams 3 extend between a first longitudinal end 6 and a second longitudinal end 7 of the load carrier 1. The longitudinal beams 3 comprise a curvature in the longitudinal direction L thereof.

[0028] The upper deck 2 extends at least between the two outer longitudinal beams 3 and over the plurality of reinforcements 5. As already mentioned, the upper deck 2 is configured to receive the heavy load.

[0029] The load carrier 1, at least in an unloaded state thereof, comprises a curvature in the longitudinal direction L. For the first preferred embodiment, this can be best seen in the side view of Fig. 7. This side view shows that the load carrier 1 is placed in an unloaded state in its normal use orientation, on a flat surface 8. The outer longitudinal ends 6, 7 rest on said flat surface 8, while at least a mid section 9 of the load carrier 1 will have a vertical offset 10 relative to this flat surface 8. Thus, if the outer longitudinal ends 6, 7 are arranged at a first level, the curvature will result in the mid section 9 of the load carrier 1 being at a second level, that is higher than the first level. The height offset 10 between the second level and the first level allows the load carrier 1 to elastically deform when the heavy load is placed on the upper deck 2 of the load carrier 1. More in particular, the curvature allows the load carrier 1 to bend into a less curved shape when, during use, the heavy load is carried. In this way, the curvature of the load carrier 1 allows it to elastically deform when the heavy load is placed on the upper deck 2 of the load carrier 1. As a result, the load carrier 1 is able to withstand high concentrated loads, while the load carrier 1 has at a limited thickness, i.e. height h. In this way, the load carrier 1 is especially suitable for transport over land, where there are often height restrictions, for example due to tunnels, etc.

[0030] In the preferred embodiments shown in the Figures, the two outer longitudinal beams 3 are box-shaped beams.

[0031] The load carrier 1 further comprises a plurality of corner castings 11 that are arranged at an underside 12 of the load carrier 1 to thereby allow the load carrier 1 to be attached to a container wagon 24 having twist locks 25. Figure 12 shows a top view of a load carrier 1 while carrying two pieces of machinery 25a, 25b. The side view of Figure 13 shows the load carrier 1 of Figure 12, arranged on a container wagon 24.

[0032] The load carrier 1 furthermore comprises a plurality of piggyback lifting points 13 and / or sling lifting point apertures 23 that are arranged at the longitudinal outer sides 4 of the load carrier 1. These piggyback lifting points 13 allow the load carrier 1 to be lifted by a piggyback spreader at a terminal. Such piggyback spreaders are readily available at terminals with high frequency container connections. In this way, the load carrier 1 may be loaded onto a container wagon with the already present piggyback spreaders. The piggyback lifting points 13 are preferably arranged at a longitudinal offset of at least 485 cm. The mid section 9 of the load carrier 1 is defined as the longitudinal distance between the piggyback lifting points 13. The sling lifting point apertures 23 are also arranged at the longitudinal outer sides 4 of the load carrier 1.

[0033] The load carrier 1 according to the first preferred embodiment furthermore comprises a gooseneck tunnel 14 that extends from the first longitudinal end 6 of the load carrier 1 in the longitudinal direction L of the load carrier 1. This gooseneck tunnel 14, which can be best seen in Figures 2, 3 and 8, allows the load carrier 1 to fit on a (not shown) gooseneck chassis for road transport. The gooseneck tunnel 14 is build to lower the height of the load carrier 1, when it is arranged on a gooseneck chassis.

[0034] The load carrier 1 has a width of at least 250 cm, preferably of at least 270 cm, more preferably of at least 290 cm, and most preferably of at least 310 cm. For rail transport, it is a requirement that cargo is not allowed to extend outside the dimensions of the load carrier 1. Thus, if the load carrier 1 has a width of e.g. 300 cm, it may be used to transport loads having a width of up to 300 cm.

[0035] The upper deck 2 is defined by one or more than one upper plate 15, as is shown for the first preferred embodiment in Figures 1, 3 4 and 6.

[0036] Each of the two outer longitudinal beams 3 comprise two profiles 16 that are welded between the upper deck 2 and one or more than one lower plate 17 that defines the lower deck 18. In the shown embodiment, the profiles 16 are I-profiles, and more in particular IPE-profiles. It is however conceivable that profiles 16 of another type are used instead.

[0037] The plurality of reinforcements 5 is defined by a plurality of further longitudinal beams 19 that are arranged parallel to, and between, the two outer longitudinal beams 3. In the preferred embodiment shown in the Figures, the further longitudinal beams 19 are box-shaped beams.

[0038] The plurality of further longitudinal beams 19 are at least closed off by the lower deck 18 over a longitudinal distance that is equal to a longitudinal offset L PB between said piggy back lifting points 13 (Figure 8) and / or said sling lifting point apertures 23. As mentioned above, the mid section 9 of the load carrier 1 is defined as the longitudinal distance between the piggyback lifting points 13. In other words, at least the mid section 9 is closed off by the lower deck 18. As shown in Figures 2 and 8, and discussed below, the lower deck 18 preferably extends from the mid section 9 past the piggyback lifting points 13 towards the second longitudinal end 7 of the load carrier 1.

[0039] The further longitudinal beams 19 that define the plurality of reinforcements 5 are formed by further profiles 20 that are welded between the upper deck 2 and the lower deck 18. In the shown embodiment, the further profiles 20 are I-profiles, and more in particular IPE-profiles. It is however conceivable that further profiles 20 of another type are used instead.

[0040] In the shown preferred embodiment, the further profiles 20 are substantially equally distributed over the width W of the load carrier 1 between the innermost longitudinal profiles 16 that are arranged near each outer longitudinal side 4 of the load carrier 1.

[0041] As shown in Figures 2 and 8, the further profiles 20 of the further longitudinal beams 19 extend towards the second longitudinal end 7 of the load carrier 1, wherein a longitudinal offset L FP between said second longitudinal end 7 of the load carrier 1, and an end 21 of said further profiles 20 facing said second longitudinal end 7 of the load carrier 1, is less than 10 % of the total length L LC of the load carrier 1. In this way, it is guaranteed that the further profiles 20 provide sufficient strength to the load carrier 1 to enable it to carry the heavy load of up to 30.000 kg. Preferably, the further longitudinal beams 19 extend fully toward the second longitudinal end 7 of the load carrier 1.

[0042] For at least one of the further longitudinal beams 19 defining the reinforcements 5, the lower deck 18 ends at a longitudinal offset L LD relative to the second longitudinal end 7 of the load carrier 1 of at least 15 %, and preferably of at least 25 %, of the total length L LC of the load carrier 1. This can also be best seen in Figures 2 and 8. The lower deck 18 at least extends in the mid section 9, that comprises at least the longitudinal distance between the piggyback lifting points 13. This mid section 9 is the area where the heavy machinery will be placed on the upper deck 2, and where the load carrier 1 has to provide maximum strength. For this reason, the reinforcements 5 in this mid section 9 are defined by the further profiles 20 and the lower deck 18, that together define the further longitudinal beams 19. However, by limiting how far the lower deck 18 extends outside the mid section 9 past the piggyback points 13 towards the second longitudinal end 7 of the load carrier 1, material and weight may be saved at places where reduced strength suffices.

[0043] One or more than one of the further longitudinal beam 19 that is arranged closest to a longitudinally extending center line C halfway the width W between the two outer longitudinal beams 3 comprises a lower deck 18 that ends at a larger longitudinal offset L LD relative to the second longitudinal end 7 of the load carrier 1 than the lower deck 18 of further longitudinal beams 19 that are closer to one of the two outer longitudinal beams 3. In Figure 8, the longitudinal offset L LD-1 of the two centrally arranged further longitudinal beams 19 is about 30%, and thus larger than the longitudinal offset L LD-2 , that is about 20%, of the two further longitudinal beams 19 that are adjacent the two outer longitudinal beams 3.

[0044] In the first preferred embodiment, transverse reinforcements 5T are provided in the gooseneck 14 to compensate for a lack of further profiles 20 in the gooseneck 14.

[0045] The second preferred embodiment only comprises reinforcements 5 that are defined by a plurality of profiles 21 extending transverse to, and between, the two outer longitudinal beams. Figures 9-11 show this second preferred embodiment of the invention. It is remarked that Figures 9-11 show the load carrier 1 without the upper deck 2 to show the reinforcements 5 that are arranged below said upper deck 2 and between the two outer longitudinal beams 3.

[0046] Although they show preferred embodiments of the invention, the above described embodiments are intended only to illustrate the invention and not to limit in any way the scope of the invention. Accordingly, it should be understood that where features mentioned in the appended claims are followed by reference signs, such signs are included solely for the purpose of enhancing the intelligibility of the claims and are in no way limiting on the scope of the claims. Furthermore, it is particularly noted that the skilled person can combine technical measures of the different embodiments. The scope of protection is defined solely by the following claims.

Claims

1. Load carrier (1), configured to transport a heavy load, in particular heavy machinery or the like that may weigh up to 30.000 kg, via rail transport, comprising: - two outer longitudinal beams (3) that define longitudinal outer sides (4) of the load carrier (1) that extend between a first (6) and a second longitudinal end (7) of the load carrier (1), wherein said beams (3), at least in an unloaded state thereof, comprise a curvature in the longitudinal direction (L) of said beams (3); - a plurality of reinforcements (5) that are arranged in between the two outer longitudinal beams (3); and - wherein the load carrier (1), at least in an unloaded state thereof, comprises a curvature in the longitudinal direction (L) to allow the load carrier (1) to bend into a less curved shape when, during use, the heavy load is carried, characterized in that: - the load carrier (1) comprises an upper deck (2) extending at least between the two outer longitudinal beams (3) and over the plurality of reinforcements (5), wherein said upper deck (2) is configured to receive the heavy load; - wherein the upper deck (2) is defined by one or more than one upper plate (15); and - wherein each of the two outer longitudinal beams (3) comprise two profiles (16) that are welded between the upper deck (2) and one or more than one lower plate (17) that defines a lower deck (18).

2. Load carrier according to claim 1, further comprising a plurality of corner castings (11) that are arranged at an underside (12) of the load carrier (1) to thereby allow the load carrier (1) to be attached to a container wagon (24).

3. Load carrier according to claim 1 or 2, further comprising a plurality of piggyback lifting points (13) and / or sling lifting points apertures (23) that are arranged at the longitudinal outer sides (4) of the load carrier (1); and wherein the piggyback lifting points (13) are preferably arranged at a longitudinal offset of at least 485 cm.

4. Load carrier according to any of the foregoing claims, further comprising a gooseneck tunnel (14) that extends from the first longitudinal end (6) of the load carrier (1) in the longitudinal direction (L) of the load carrier (1).

5. Load carrier according to any of the foregoing claims, wherein the load carrier (1) has a width of at least 250 cm, preferably of at least 270 cm, more preferably of at least 290 cm, and most preferably of at least 310 cm.

6. Load carrier according to any of the foregoing claims, wherein the plurality of reinforcements (5) is defined by a plurality of further longitudinal beams (19) that are arranged parallel to, and between, the two outer longitudinal beams (3).

7. Load carrier according to claim 6, in dependency of at least claim 3, wherein the plurality of further longitudinal beams (19) are at least closed off by the lower deck (18) over a longitudinal distance that is equal to a longitudinal offset between said piggyback lifting points (13) and / or said sling lifting points apertures (23).

8. Load carrier according to claim 6 or 7, wherein the further longitudinal beams (19) that define the plurality of reinforcements (5) are formed by further profiles (20) that are welded between the upper deck (2) and the lower deck (18); and wherein the further profiles (20) are preferably substantially equally distributed over the width (W) of the load carrier (1) between the innermost longitudinal profiles (16) that are arranged near each outer longitudinal side (4) of the load carrier (1).

9. Load carrier according to claim 8, wherein the further profiles (20) of the further longitudinal beams (19) extend towards the second longitudinal end (7) of the load carrier (1), wherein a longitudinal offset between said second longitudinal end (7) of the load carrier (1), and an end (21) of said further profiles (20) facing said second longitudinal end (7) of the load carrier (1), is less than 10 % of the total length (LLC) of the load carrier (1).

10. Load carrier according to any of claims 6-9, wherein, for at least one of the further longitudinal beams (19) defining the reinforcements (5), the lower deck (18) ends at a longitudinal offset (LLD) relative to the second longitudinal end (7) of the load carrier (1) of at least 15 %, and preferably of at least 25 %, of the total length (LLC) of the load carrier (1); and wherein one or more than one of the further longitudinal beam (19) that is arranged closest to a longitudinally extending center line (C) halfway the width (W) between the two outer longitudinal beams (3) preferably comprises a lower deck (18) that ends at a larger longitudinal offset (LLD) relative to the second longitudinal end (7) of the load carrier (1) than the lower deck (18) of further longitudinal beams (19) that are closer to one of the two outer longitudinal beams (3).

11. Load carrier according to any of claims 1-5, wherein the plurality of reinforcements (5) is defined by a plurality of profiles (21) extending transverse to, and between, the two outer longitudinal beams (3).

12. Assembly, comprising a container wagon (24) and a load carrier (1) according to any of the foregoing claims 2-11, wherein the plurality of corner castings (11) that are arranged at the underside of the load carrier (1) are connected to twist locks (25) of the container wagon (24).

13. Method of manufacturing a load carrier (1) that is configured to transport a heavy load, in particular heavy machinery or the like that may weigh up to 30.000 kg, via rail transport, comprising the steps of: - providing a curved mold having a curvature in longitudinal direction; - placing one or more than one upper plate (15) inside the curved mold to thereby shape the one or more than one upper plate (15) in correspondence with the curvature defined by the curved mold; - providing four longitudinal profiles (16) that have a curvature in their longitudinal direction that substantially corresponds to the curvature of the mold; - placing two longitudinal profiles (16) near each outer longitudinal side (4) of the curved mold, and attaching said profiles (16) to the one or more than one upper plate (15); - providing one or more than one further longitudinal profile (20) that has a curvature in its longitudinal direction that substantially corresponds to the curvature of the mold; - placing one or more than one further longitudinal profile (20) in the curved mold, and attaching said one or more than one further profile (20) to the one or more than one upper plate (15); - placing one or more than one lower plate (17) on top of at least one of the longitudinal profiles (16) and the one or more than one further longitudinal profile (20) that are placed inside the curved mold, to thereby also shape the one or more than one lower plate (17) in correspondence with the curvature defined by the curved mold; and - attaching said one or more than one lower plate (17) to the longitudinal profiles (16) and the one or more than one further longitudinal profile (20).

14. Method according to claim 13, wherein the longitudinal profiles and the one or more than one further longitudinal profile are substantially equal.

15. Method according to claim 13 or 14, comprising the manufacturing of a load carrier (1) according to any of claims 1-12.

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