Railroad car

Abstract

A railcar includes a frame configured to support a first container and a second container in an end-to-end configuration. A first truck assembly is coupled to a first end of the frame so that movement of the frame is decoupled from the first truck assembly, and a second truck assembly coupled to a second end of the frame so that movement of the frame is decoupled from the second truck assembly. Accordingly, the torsional and bending of the railcar is such that the frame can bend and twist to maintain the first and second truck assemblies in contact with a railway, in particular, when traveling along curves or grades.

Description

RAILROAD CARCROSS-REFERNCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 608,111, filed December 8, 2023, and U.S. Provisional Patent Application No. 63 / 510,756, filed June 28, 2023, each of which is incorporated herein by reference in its entirety.BACKGROUND

[0002] Intermodal containers (also called, for example, CONEX or ISO containers) are standardized shipping containers which can be used to transport goods using various modes of transportation, including ships, railroads, and trucks. The size of shipping containers is currently governed by International Standards Organization (ISO) regulations, which define the standard size as eight feet wide by eight feet six inches high. Most of the shipping containers in current use are either twenty or forty feet in length, although containers can range between eight and fifty- three feet. To minimize shipping costs, it is desirable to maximize the number of shipping containers that can be loaded onto a railcar.BRIEF SUMMARY

[0003] The present disclosure provides a railcar that can support multiple shipping containers (e.g., CONEX, Intermodal, ISO containers, etc.) arranged in an end-to-end configuration on a single railcar. Correspondingly, the railcar can have a length of greater than sixty-six feet between truck centers (e.g., about ninety feet between truck centers). In some cases, the railcar can be configured as a well-style railcar to allow for additional containers to be stacked thereon.

[0004] The railcar can be configured with sufficient torsional and bending rigidity to allow the trucks to remain in contact with the railroad tracks when loaded with shipping containers. Accordingly, the railcar can be configured to support the load of a plurality of containers while also allowing the railcar to articulate to accommodate for curves, grades, etc. present in the railway. In one particular example, the railcar can include a main frame that is moveably coupled to each truck (e.g., a front truck and a back truck) to allow movement of the trucks to be decoupled from the frame, such that the frame can twist and bend without inducing a corresponding movement in the trucks, or vice versa. Additionally, in some cases, the frame can include a first frame and asecond frame that can be moveably coupled at a truss plate configured to allow the first frame to move relative to the second frame (e.g., to allow for twisting or lateral shifting perpendicular to the length of the railcar).

[0005] In addition to the frame being decoupled from the trucks, the frame can also be configured to support the containers so that containers are decoupled from the movement of the frame. For example, the frame can include pins configured to engage with the containers at mounting points provided thereon. The pins can be movably coupled with the frame to allow the frame to move relative to the pins.

[0006] According to one aspect of the present disclosure, a railcar can include a frame configured to support a first container and a second container. The first truck assembly can be coupled to a first end of the frame so that movement of the frame is decoupled from the first truck assembly; and a second truck assembly can be coupled to a second end of the frame so that movement of the frame is decoupled from the second truck assembly.

[0007] In some examples, each of the first truck assembly and the second truck assembly can include a load plate configured to couple to the frame. The load plate can be configured to allow the frame to move between a first position, in which the frame is in contact with the load plate, and second position, in which the frame is spaced away from the load plate.

[0008] In some examples, frame can include a first frame coupled to the first truck assembly and a second frame coupled to the second truck assembly. The first frame can be coupled to the second frame to allow the first frame to move relative to the second frame. In some cases, the frame can include a support pin assembly configured to support the first container and the second container relative to the frame to reduce effects of the first container and the second container on a torsional or bending rigidity of the frame. The support pin assembly can include a resilient member that engages with the frame to allow the frame to move relative to the pin support assembly.

[0009] In some examples, the frame can be a truss frame including an upper chord, a lower chord, and a plurality of cross members. The upper chord can be cantilevered with respect to the lower chord. The upper chord can be configured to fixedly couple to at least one of the first container and the second container. In some cases, the frame can be configured as a well car frame, such that the lower chord is configured to support the first container and the second container in an end-to-end configuration and the upper chord is configured to support a third container in a stacked configuration relative to at least one of the first container and the second container.

[0010] In some examples, the frame can include a first frame section and a second frame section. Each frame section can be coupled to a respective truck assembly to allow for relative movement between the first frame section and the second frame section. In some cases ,the first frame section and the second frame section can be coupled at respective truss plates that allow for twisting or lateral shifting of the first frame section relative to the second frame section. The truss plates can be coupled with a truss pin that includes a resilient member to dampen movement between the first frame section and the second frame section. In some cases, each of the first truck assembly and the second truck assembly can include a coupler that is configured to couple to another railcar.

[0011] According to another aspect of the present disclosure, a railcar can include a first truck assembly, a second truck assembly, and a frame extending between the first truck assembly and the second truck assembly. The frame can include a first frame section configured to support a first container and a second frame section configured to support a second container. The first frame section and the second frame section can be coupled to one another in an end-to-end configuration so that movement of the first frame section is decoupled from the second frame section.

[0012] In some examples, the first truck assembly can be coupled to the first frame section so that movement of the first frame section is decoupled from the first truck assembly, and the second truck assembly can be coupled to the second frame section so that movement of the first frame section is decoupled from the second truck assembly.

[0013] In some examples, the first frame section can include a first truss plate and the second frame section can include a second truss plate. A truss pin can be inserted through the first truss plate and the second truss plate to limit relative movement between the first frame section and the second frame section parallel to a length of the frame defined along a direction between the first truck assembly and the second truck assembly, while permitting movement perpendicular to length or twisting about the direction of the length. The truss pin can include a resilient member to dampen movement between the first frame and the second frame.

[0014] In some examples, each of the first frame section and the second frame section can be configured as a well car having a lower chord configured to support a respective one of the first container and the second container, and an upper chord configured to support a third container in a stacked configuration relative to at least one of the first container and the second container.

[0015] According to yet another example, a railcar can include a first truck assembly, a second truck assembly, and a frame extending between the first truck assembly and the second truckassembly. The frame can include a first frame section and a second frame section. The first frame section can have a first end and a second end. The first end can be coupled to the first truck assembly so that movement of the first frame section is decoupled from the first truck assembly. The first frame section can include a first lower chord configured to support a first container and a first upper chord configured to support a second container in a stacked configuration with the first container. The second frame section can have a third end and a fourth end. The third end can be coupled to the second truck assembly so that movement of the second frame section is decoupled from the second truck assembly and the fourth end can be coupled to the second end of the first frame so that movement of the first frame section is decoupled from the second frame section. The second frame second can include a second lower chord configured to support a third container and a second upper chord configured to support a fourth container in a stacked configuration with the third container.

[0016] In some examples, the railcar can further include a plurality of support pin assemblies that are configured to support the first container, the second container, the third container, and the fourth container relative to the frame. Each of the support pin assemblies can include a resilient member that engages with the frame to allow the frame to move relative to the pin support assembly reduce effects of the containers on a torsional or bending rigidity of the frame.

[0017] The foregoing and other aspects and advantages of the disclosure will appear from the following description. In the description, reference is made to the accompanying drawings which form a part hereof, and in which there is shown by way of illustration a preferred configuration of the disclosure. Such configuration does not necessarily represent the full scope of the disclosure, however, and reference is made therefore to the claims and herein for interpreting the scope of the disclosure.BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The features, aspects and advantages of the disclosure will become apparent when consideration is given to the following detailed description thereof. Such detailed description makes reference to the following drawings.

[0019] FIG. 1 is an isometric view of a railcar according to aspects of the present disclosure.

[0020] FIG. 2 is an isometric view of the railcar of FIG. 1 showing containers being support on frame of the railcar.

[0021] FIG. 3 is a side view of the railcar of FIG. 1.

[0022] FIG. 4 is a top view of the railcar of FIG. 1.

[0023] FIG. 5 is a partial cross-sectional view taken about line V-V of FIG. 4.

[0024] FIG. 6 is a partial cross-sectional view taken about line VI- VI of FIG. 4.

[0025] FIG. 7 is a detail view taken about line VII-VII of FIG. 6.

[0026] FIG. 8 is a detail view of a support pin of the rail car of FIG. 1 .

[0027] FIG. 9 is a detail view of the support pin taken about line IX-IX of FIG. 6.

[0028] FIG. 10 is a partial cross-sectional view taken about line X-X of FIG. 4.

[0029] FIG. 11 is partial cross-sectional of a support pin assembly installed in a cross member.

[0030] FIG. 12 is an isometric view of a support pin assembly of the railcar of FIG. 1.

[0031] FIG. 13 is a detail view of a support pin assembly arrangement of the railcar of FIG. 1.DETAILED DESCRIPTION

[0032] Before any aspects of the present disclosure are explained in detail, it is to be understood that the present disclosure is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The present disclosure is capable of other configurations and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of “including,” “comprising,” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless specified or limited otherwise, the terms “mounted,” “connected,” “supported,” and “coupled” and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings.

[0033] The following discussion is presented to enable a person skilled in the art to make and use aspects of the present disclosure. Various modifications to the illustrated configurations will be readily apparent to those skilled in the art, and the generic principles herein can be applied to other configurations and applications without departing from aspects of the present disclosure. Thus, aspects of the present disclosure are not intended to be limited to configurations shown, but are to be accorded the widest scope consistent with the principles and features disclosed herein.The following detailed description is to be read with reference to the figures, in which like elements in different figures have like reference numerals. The figures, which are not necessarily to scale, depict selected configurations and are not intended to limit the scope of the present disclosure. Skilled artisans will recognize the non-limiting examples provided herein have many useful alternatives and fall within the scope of the present disclosure.

[0034] As generally mentioned above, railcars can be configured to support containers to transport goods via a railway (i.e., a railroad track). Correspondingly, railcars typically include a rigid frame that is configured to support the load of the containers. The frame is supported on each end by trucks that include wheels to engage with and roll along a railway. The trucks can include a suspension to absorb vibrations and other minor inconsistencies in a track surface (e.g., at track joints, switches, etc.). Due to the rigidity of the frame, conventional railcars are typically limited to lengths of around about fifty feet to ensure that the wheel remain in contact with the railway along turns and grades. However, with these limited lengths, conventional flat railcars are also generally limited to carrying a single container (e.g., a single CONEX container, two half-CONEX containers, or the equivalent thereof), or in the case of conventional well cars, two containers stacked on top of one another. As a result, conventional railcars typically cannot carry more than the equivalent of two containers.

[0035] A railcar according to the disclosure can increase the carrying capacity of railcars. For example, a railcar according to the disclosure can allow for a single railcar to carry more than a single container in a flat car configuration, or more than two containers in a well car configuration. The railcar can have a length (e.g., a length between truck centers) that is greater than about sixty- six feet (e.g., about ninety feet) to allow multiple containers to be transported in, for example, an end-to-end configuration. Correspondingly, the railcar can be configured with predetermined torsional bending rigidity to allow the wheels to remain in contact with a railway over a variety of railway conditions (e.g., curves and grades) while loaded. In this way, the number of railcars can be reduced for a given number of containers being transported. For example, a single railcar can be configured to support the equivalent of four or more CONEX containers.

[0036] FIGS. 1-3 illustrate a non-limiting example of a railcar 100, according to aspects of the disclosure. While the railcar 100 is illustrated as a well car configured to support the equivalent of four shipping containers (e.g., CONEX containers), the principles described herein can be equally applied to other configurations of railcars, including for example, flat railcars. Correspondingly,railcars accordingly to the present disclosure can be configured to carry different numbers of shipping containers, for example, the equivalent of two, three, four, or more than four containers.

[0037] The railcar 100 includes a frame 102 configured to support one or more shipping containers. In the illustrated non-limiting example, the frame 102 is configured as a truss frame having upper cords 104, lower chords 106, and a plurality of cross members 108. The cross members 108 can be oriented vertically, and extend between the upper chord 104 and the lower chord 106 to form walls in the frame 102, and / or oriented horizontally, extending between the lower chords 106 on opposing sides to form a base of the well. In some cases, cross-members can be configured as plates (e.g., truss plates) for stabilizing torsional load on the frame 102.

[0038] The upper chords 104 can be configured to form an upper platform for receiving containers above the walls of the well. In this way, and as will be described in greater detail below, some containers can be placed through an opening formed between the upper chords 104 to be supported in a well formed by the base formed between the lower chords 106 and the walls, and additional containers can be stacked above these containers to be supported by the other containers and / or the platform formed by the upper chords 104 (see e.g., FIG. 2). While the frame 102 is illustrated as a boxed frame with substantially straight upper chords 104 and lower chords 106, it is appreciated that chords can also be configured as arched chords to accommodate increased loads. In other non-limiting examples, a frame can also be configured in other ways to support a particular load.

[0039] The frame 102 is supported on each of a first end and a second end by a truck assembly 110, such that the frame 102 spans between a first truck assembly and a second truck assembly. Each truck assembly 110 includes a deck 112 and a truck 116 including wheels. As will be described in greater detail below, the deck 112 is configured to moveably engage with the frame 102 to allow the frame 102 to move relative to the truck assembly 110. The truck 116 is positioned between the deck 112 and a railroad track (not shown) with the wheels engaged to the track to allow the railcar 100 to move along the track. The truck 116 can include a suspension. Further, in some cases, a truck assembly 110 can further include a coupler 118 configured to couple to another railcar. The coupler can be secured to the deck 112. As illustrated, the platform formed by the upper chords 104 of frame 102 can extend horizontally above truck assemblies 110, such that the upper platform storage is longer than the lower well, providing additional container storage (e.g., in a stacked configuration). In some cases, the upper chords 104 can be cantilevered with respectto the lower chords 106. Put another way, the upper chords 104 can be configured to support an upper container 122E-D in a cantilevered configuration with respect to a lower container 122A-C. Correspondingly, the frame 102 can include cross members 108 or truss plates 113, 114 (e.g., shear plates) configured to distribute a load of a supported container to the truck assemblies 110.

[0040] As best shown in FIGS. 2 and 3, the railcar 100 defines a length 120 between truck centers. The length 120 can be selected to allow for, for example, a plurality of containers to be arranged in an end-to-end configuration on the frame 102. For example, the length 120 can be about ninety feet or more to carry multiple containers in and end-to-end configuration. In the illustrated non-limiting example, the frame 102 can support two forty -foot containers, or four twenty-foot containers, in an end-to-end configuration (i.e., to collectively extend along the length 120 of the railcar 100). More specifically, because the railcar 100 is configured as a well car, three or more containers (e.g., containers 122A-C) can be supported within the frame 102 between the truck assemblies 110. In addition, two or more additional containers (e.g., containers 122D-E) can be arranged in a stacked configuration on the platform above the other containers (e.g., containers 122A-C).

[0041] In some cases, an upper container can be fixedly coupled to an upper chord of a frame to minimize bending of the frame. For example, an upper container may be fixedly coupled to the upper chord 106 at one or more points along a length of the container (e.g., parallel to the length 120). As one particular example, the upper container 122D-E can be coupled to the upper chord 106 substantially at a center point of the length of the container 122D-E. In other non-limiting examples, the upper container 122D-E can be coupled to the upper chord 106 at other locations, such as the ends of the upper container 122D-E. In this way, the container may form a stressed member of the frame 102, which can reduce bending along the length 120 of the railcar 100. Further, reducing bending of the frame 102 can also reduce a load transmitted from an upper container to a lower container. Moreover, the location at which the upper container 122D-E is coupled to the upper chord 106 can be selected to reduce effects on the torsional rigidity of the frame 102 while the upper container 122D-E is acting as a stressed member to reduce bending.

[0042] As generally discussed above, the railcar 100 is configured with a predetermined amount of torsional and bending rigidity or flexibility to accommodate for bends and grades in the railway so that the trucks 116 can remain engaged with the railway while loaded with containers. Accordingly, in some cases, the frame 102 can be movably coupled to the deck 112 or elsewhereon the truck assembly 110 to allow relative motion between the frame 102 and the truck assembly 110. For example, with additional reference to FIG. 5, the deck 112 can include a deck plate 124 and one or more load plates 126 configured to couple with the frame 102. In the illustrated nonlimiting example, each truck assembly 110 includes two load plates 126 so that the frame 102 is supported on both sides and at each end (e.g., at four corners of the frame 102, see FIG. 4). In some cases, each load plate 126 can include an upper plate 128 and a lower plate 130 disposed on opposing sides of the deck plate 124.

[0043] To couple the frame 102 to the load plate 126, one or more fasteners 132 (e.g., a pin or bolt) can be inserted through holes in each of the frame 102 (e.g., the lower chord 106) and the load plate 126. The fastener 132 can have a length that is greater than the combined thickness of the load plate 126, deck plate 124, and lower chord 106. Accordingly, the fastener 132 can be configured as a floating fastener to allow for some play in the connection between the frame 102 and the truck assembly 110, such that the frame 102 and truck assembly 110 can move relative to one another.

[0044] For example, as illustrated in FIG. 5, when the frame 102 is in a first position to be coupled with truck assembly 110, a gap 134 can form between the fastener 132 and the lower plate 130 of the load plate 126. This gap 134 can allow the frame 102 to move to a second position spaced away from truck assembly 110. Movement of the frame 102 away from the first position can be limited by the fastener 132 engaging with lower plate 130. Further, depending on the relative size of the fastener 132 and the holes in the frame 102 and the truck assembly 110, it is also possible that the frame 102 can move laterally or twist relative to the truck assembly 110. It is appreciated that in other non-limiting examples the fastener 132 may not be secured to either of the frame 102 or the truck assembly 110, or the fastener can be secured to one of the frame 102 and the truck assembly 110. In some cases, a resilient member (e.g., a spring, bushing, or bumper, etc.) can be included to provide some resistance to the movement between the frame 102 and the truck assembly 110, or to provide cushioning therebetween.

[0045] In some cases, the predetermined amount of torsional and bending rigidity or flexibility of the railcar 100 can be provided in other or additional ways. For example, referring to FIGS. 1, 4, 6, and 7, the frame 102 can be formed from multiple frame sections that can be moveably coupled to one another at truss plates, which can be configured to allow each frame section to twist and / or move laterally (e.g., perpendicular to the length 120) relative to one another. Morespecifically, in the illustrated non-limiting example, the frame 102 can includes a first frame section 140 and a second frame section 142. Each of the first frame section 140 and the second frame section 142 have a first end coupled a respective one of the truck assemblies 110, and an opposing second end that are coupled to one another. In the illustrated non-limiting example, the first frame section 140 and the second frame section 142 are joined in approximately the middle of the railcar 100.

[0046] To couple the first frame section 140 to the second frame section 142, each of the first frame section 140 and the second frame section 142 includes a truss plate 144, 146. The truss plates 144, 146, in conjunction with the truss plates 114, can provide torsional rigidity to the frame 102. Specifically, the truss plates 113, 144 can provide torsional rigidity to the first frame section 140 and the truss plates 114, 146 can provide torsional rigidity to the second frame section 142. Moreover, the truss plates 113, 114, 144, 146 can define bulkheads of the railcar 100.

[0047] The truss plates 144, 146 include holes 148 that are configured to be aligned with one another to allow truss pins 150 to be inserted therethrough. The truss pins 150 can be sized to be smaller than the holes 148 to allow the first frame 140 and the second frame 142 to move relative to one another, either perpendicular to the length 120 or by twisting about the direction of the length 120. In some cases, the truss pins 150 can prohibit or limit movement parallel to the length 120, so as to prevent the first frame 140 and the second frame 142 from separating from one another. For example, in the illustrated non-limiting example, each truss pin 150 has flanged ends that act as mechanical stops to prevent the first frame 140 and the second frame 142 from separating from one another. In some cases, a resilient member 152, such as an elastic, rubber, or spring member, can be included to provide resistance to (e.g., to dampen) the movement between the first frame 140 and the second frame 142, or to provide cushioning therebetween.

[0048] In some non-limiting examples, containers can be supported on a frame so that movement of the frame is decoupled from the containers. That is, the containers can be at least partially isolated from any bending or twisting of the frame as it traverses along a railway. In the case of a well car, the containers can be supported to effectively “float” within the wells. For example, with additional reference to FIGS. 8-12, the frame 102 can include a support pin assembly 154 configured to engage with and support a container on the frame 102. The support pin assembly 154 can be configured to provide compliance between the container and frame 102. In this way, bending or twisting of the frame 102 may not be transmitted to the container, and similarly, therigidity of the container may not inhibit the ability of the frame 102 to bend and twist with the railway (e.g., may not add to the rigidity of the frame 102). Put another way, the pin assemblies 154 reduce permit the frame 102 to twist or bend relative to the containers to accommodate curves or grades in a track by reducing torsional or bending rigidity contributions from the containers. Correspondingly, pin assemblies 154 can be arranged in various ways to accommodate one or more different types or sizes of containers. In some cases, a plurality of pin assemblies 154 can be provided in a staggered or spaced arrangement so that the railcar 100 can support types or sizes of containers. Further, pin assemblies can thereby align containers on the frame 102 of the railcar 100. In other non-limiting examples, separate alignment features may also be used.

[0049] In the illustrated non-limiting example, the support pin assembly 154 can include one or more support pins 156 that are coupled to a support beam 158. The support beam 158 can be movably coupled with the frame 102. More specifically, the support beam 158 can be positioned within a cross member 108, upper chord 104 or lower chord 106 (e.g., the frame 102), and can include resilient members 160 (e.g., springs, leaf springs, elastic, rubber, or another compressible member) configured to engage with the cross member 108 (e.g., the frame 102). The resilient members 160 can be preloaded to exert a force against the cross member 108 and hold the support pin assembly 154 at about a desired lateral position within the cross member 108. The resilient members 160 can compress and extend to account for lateral movement between the frame 102 and the support pin assembly 154.

[0050] To support the container, the support pins 156 can extend through the frame 102. In some cases, the support pins 156 can include pin portion 162 configured to engage with a load point of a container and a flange 164 configured to transfer a load from the container to the frame 102. Accordingly, support pins 156, and thus, support pin assemblies 154, can be arranged at various positions on the frame 102 to accommodate different types of loads and sizes of containers. For example, as shown in FIGS. 1, 2, 4, and 13, support pin assemblies 154 are provided along lower cross members 108 to engage with containers 122A-C and additional support pin assemblies 154 are provided along upper cross members 108 to engage with containers 122D-E.

[0051] Within this specification embodiments have been described in a way which enables a clear and concise specification to be written, but it is intended and will be appreciated that embodiments may be variously combined or separated without parting from the invention. Forexample, it will be appreciated that all preferred features described herein are applicable to all aspects of the invention described herein.

[0052] Thus, while the invention has been described in connection with particular embodiments and examples, the invention is not necessarily so limited, and numerous other embodiments, examples, uses, and modifications are intended to be encompassed by the claims attached hereto.

[0053] Various features and advantages of the invention are set forth in the following claims.

Claims

CLAIMSWe claim:

1. A railcar comprising: a frame configured to support a first container and a second container; a first truck assembly coupled to a first end of the frame so that movement of the frame is decoupled from the first truck assembly; and a second truck assembly coupled to a second end of the frame so that movement of the frame is decoupled from the second truck assembly.

2. The railcar of claim 1, wherein each of the first truck assembly and the second truck assembly include a load plate configured to couple to the frame, the load plate being configured to allow the frame to move between a first position, in which the frame is in contact with the load plate, and second position, in which the frame is spaced away from the load plate.

3. The railcar of claim 1, wherein the frame includes a first frame coupled to the first truck assembly and a second frame coupled to the second truck assembly, and wherein the first frame is coupled to the second frame to allow the first frame to move relative to the second frame.

4. The railcar of claim 1, wherein the frame includes a support pin assembly configured to support the first container and the second container relative to the frame to reduce effects of the first container and the second container on a torsional or bending rigidity of the frame.

5. The railcar of claim 4, wherein the support pin assembly includes a resilient member that engages with the frame to allow the frame to move relative to the pin support assembly.

6. The railcar of claim 1, wherein the frame is a truss frame including an upper chord, a lower chord, and a plurality of cross members.

7. The railcar of claim 6, wherein the upper chord is cantilevered with respect to the lower chord.

8. The railcar of claim 6, wherein the upper chord is configured to fixedly couple to at least one of the first container and the second container.

9. The railcar of claim 6, wherein the frame is configured as a well car frame, such that the lower chord is configured to support the first container and the second container in an end- to-end configuration and the upper chord is configured to support a third container in a stacked configuration relative to at least one of the first container and the second container.

10. The railcar of claim 1, wherein the frame includes a first frame section and a second frame section, each frame section being coupled to a respective truck assembly to allow for relative movement between the first frame section and the second frame section.

11. The railcar of claim 10, wherein the first frame section and the second frame section are coupled at respective truss plates that allow for twisting or lateral shifting of the first frame section relative to the second frame section.

12. The railcar of claim 11, wherein the truss plates are coupled with a truss pin that includes a resilient member to dampen movement between the first frame section and the second frame section.

13. The railcar of claim 1 , wherein each of the first truck assembly and the second truck assembly include a coupler that is configured to couple to another railcar.

14. A railcar comprising: a first truck assembly; a second truck assembly; and a frame extending between the first truck assembly and the second truck assembly, the frame including a first frame section configured to support a first container and a second frame section configured to support a second container, the first frame section and the second frame section being coupled to one another in an end-to-end configuration so that movement of the first frame section is decoupled from the second frame section.

15. The railcar of claim 14, wherein the first truck assembly is coupled to the first frame section so that movement of the first frame section is decoupled from the first truck assembly, and wherein the second truck assembly is coupled to the second frame section so that movement of the first frame section is decoupled from the second truck assembly.

16. The railcar of claim 14, wherein the first frame section includes a first truss plate and the second frame section includes a second truss plate, and a truss pin is inserted through the first truss plate and the second truss plate to limit relative movement between the first frame section and the second frame section parallel to a length of the frame defined along a direction between the first truck assembly and the second truck assembly, while permitting movement perpendicular to length or twisting about the direction of the length.

17. The railcar of claim 16, wherein the truss pin includes a resilient member to dampen movement between the first frame section and the second frame section.

18. The railcar of claim 14, wherein each of the first frame section and the second frame section are configured as a well car having a lower chord configured to support a respective one of the first container and the second container, and an upper chord configured to support a third container in a stacked configuration relative to at least one of the first container and the second container.

19. A railcar comprising: a first truck assembly; a second truck assembly; and a frame extending between the first truck assembly and the second truck assembly, the frame including: a first frame section having a first end and a second end, the first end coupled to the first truck assembly so that movement of the first frame section is decoupled from the first truck assembly, the first frame section including a first lower chord configured to support a first container and a first upper chord configured to support a second container in a stacked configuration with the first container; and a second frame section having a third end and a fourth end, the third end coupled to the second truck assembly so that movement of the second frame section is decoupled from the second truck assembly, and the fourth end coupled to the second end of the first frame section so that movement of the first frame section is decoupled from the second frame section, the second frame section including a second lower chord configured to support a third container and a second upper chord configured to support a fourth container in a stacked configuration with the third container.

20. The railcar of claim 19 further comprising a plurality of support pin assemblies configured to support the first container, the second container, the third container, and the fourth container relative to the frame, each of the support pin assemblies including a resilient member that engages with the frame to allow the frame to move relative to the pin support assembly reduce effects of the containers on a torsional or bending rigidity of the frame.

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