RAILCAR SYSTEMS AND CARGO TRANSPORTATION METHODS

PRIORITY

[0001] This application claims the benefit of and priority to U.S. Provisional Patent Application No. 63/301,185, filed January 20, 2022; U.S. Patent Application No. 17/679,277, filed February 24, 2022; and U.S. Provisional Patent Application No. 63/428,956, filed November 30, 2022, their entire contents of which are incorporated herein by reference in its entirety.

FIELD

[0002] The invention relates to cargo transport systems, cargo transport vessels that are used in combination with removable carriers that can be loaded and unloaded into the cargo transport vessel, and methods of using these systems, vessels, and removable carriers.

BACKGROUND

[0003] The movement of commercial goods between locations takes many forms. Sometimes referred to generally as “cargo transport,” systems for moving goods affect the lives of most every individual on an everyday basis.

[0004] Systems fror transporting goods must be efficient and cost effective. These systems work best when the containers that hold the cargo during transport (i.e. “cargo transport vessels”) are loaded to a useful loading density, and are rapidly loaded and un-loaded. A number of different types of transport systems are designed around various types of cargo vessels, including railcars (including, recently, “autonomous” railcars), intermodal cargo containers, semi-trailers, ships, and airplanes.

Each of these types of systems currently has identifiable inefficiencies, which — as identified by the Applicant - are opportunities to improve the overall efficiency and cost to move cargo.

[0005] Railway transport of cargo is a cost effective mode of moving goods from one location to another. But while modern railway shipping systems can be considered to be highly refined, well- organized, well-managed, and well-maintained, i.e., would be considered to operate at a high level of overall efficiency, which makes their use generally cost effective, railway cargo transport systems that are presently in use around the world can be shown to suffer from identifiable and substantial inefficiencies that are not presently appreciated or addressed by current rail systems.

[0006] Example inefficiencies take at least two forms: inefficient use of cargo space on railcars (individually and on average), i.e., undesirably low packing densities, such as below 70, 60, or 50 percent of a railcar; and inefficient methods used to load cargo onto and un-load cargo from enclosed railcars (e.g., boxcars), which primarily occurs by forklifts that carry single pieces of cargo onto and from the railcar through a side door of the enclosed railcar, i.e., by moving one piece of cargo at a time onto or off of the railcar.

[0007] Regarding the first form of inefficiency, low density packing of cargo containers, standard cargo containers (i.e, “intermodal” containers that may be transferred between a ship, train, or truck) are often loaded with pallets that have standard or common length and width dimensions of 40 inches by 48 inches. The dimensions of many of the world’s existing intermodal cargo containers are not selected to allow for a highly efficient fit of multiple pallets across the width and length dimensions of the interior space of these standard cargo containers. Additionally, depending on the nature of cargo that is supported on a pallet, many pallets do not stack well and only a single horizontal level of pallets may be contained on a single horizontal level (floor) in a cargo container. Packing densities will vary based on types of cargo, but the packing density of cargo that is palletized and loaded into a shipping vessel often falls below 70, 60, or 50 percent by volume. “Packing density” (or “loading density”) is a percentage value that is calculated as the volume of cargo per the total internal cargo space (volume) of a cargo container or any form of cargo transport vessel.

[0008] This inefficiency is exacerbated if, as is common, a complete cargo container is loaded inbulk onto a railcar without unloading the cargo from the cargo container and re-loading the cargo more efficiently into an enclosed boxcar or other type of railcar. Commonly, one or more cargo containers are loaded directly onto a flatbed railcar, including all of the contents of the containers. The footprint of the cargo container, meaning the area taken up by the length and width dimensions of a standard cargo container, or a whole-number multiple thereof, may not match the area of a standard railcar. When one or more standard cargo containers are loaded onto a standard railway flatcar, a large segment of the area of the railcar may remain unused.

[0009] Packing density of the railcar is not necessarily improved by un-loading the cargo from the cargo container and re-loading the cargo to a railcar, such as an enclosed boxcar. Most boxcars in use today include a sliding door to access the interior. Boxcars are normally loaded through the side door using a forklift, by using the forklift to carry a single piece of cargo onto or from the railcar. Two forms of inefficiency result. A first is that the re-loaded railcar may still have a relatively low packing density, such as below 80, 70, 60, or 50 percent by volume. A second inefficiency is the manner of loading and un-loading the boxcar by forklift through a side-door. Loading a boxcar with cargo pallets using a forklift to load and unload individual pallets, one-at-a-time, through a side door of a boxcar, may take hours to complete. A typical railcar loading dock is capable of accessing and loading just one side of a train at a time, and often of accessing railcars of only one train at a time. Long cargo trains with dozens of cars must wait for each car to be loaded or un-loaded, or both.

[0010] The process of unloading and re-loading a train that includes dozens of boxcars, or more, may take hours or sometimes even a day or more. In addition to slow loading of cargo through a single side door, loading a boxcar also involves addressing a variety of other factors relating to safety, security, and the physical condition and integrity of the boxcar. Most boxcars are shared, not owned by a single owner-user. The condition of a boxcar is not maintained by a single owner and may suffer, particularly as to the condition of a door. Accordingly, loading a boxcar involves safety and mainenence procedures and inspections to ensure the safety of human operators and personnel involved with loading and un-loading the boxcar, and to ensure safe and secure transport of the cargo loaded to the boxcar.

[0011] Many similar inefficiencies may be present when loading and un-loading other types of cargo vessels through a side door or an end door, such as with intermodal cargo containers. Intermodal cargo carriers are loaded through doors at an end of the container and are often loaded at an inefficient packing density of below 70, 60, or 50 percent.

SUMMARY

[0012] Modern cargo transport systems would benefit from improved efficiency, safety, and security. Opportunities to improve overall efficiency of cargo transport systems exist in improved packing systems for cargo transport vessels (e.g., railcars, intermodal containers, and the like) (sometimes referred to herein as “cargo vessels” or “vessels” for short), to improve packing density of individual cargo vessels. Other opportunities to improve overall efficiency of cargo transport systems exist in improving methods of loading and un-loading cargo transport vessels.

[0013] The following describes cargo vessels and cargo vessel loading systems that improve the overall efficiency of a range of common types of cargo transport systems.

[0014] The invention relates to: cargo transport systems; top-loading cargo transport vessels that may be used in combination with removable carriers that can be efficiently loaded and unloaded through a top opening of a cargo transport vessel; and methods of using these systems, vessels, and removable carriers.

[0015] Useful cargo transport systems as described include a top-loading (a.k.a. “top-opening”) cargo vessel that is designed to contain one or more removable cargo carriers (sometimes referred to herein as “removable carriers” or “carriers” for short) loaded with cargo. Each of the one or more cargo carriers can contain cargo at an efficient (e.g., high) packing density and can be efficiently loaded and un-loaded through a top opening of the top-loading cargo vessel, e.g., a top-loading railcar.

[0016] In certain example systems and methods, multiple multi-shelf cargo carriers can be pre-loaded with cargo at a high packing density, at a time before a train that carries a top-opening railcar designated for the cargo arrives at a loading station. Once the train arrives, the high-packing density, pre-loaded multi-shelf cargo carriers can be loaded through a top opening of the railcar. The operation of loading the carriers with pre-loaded cargo into the railcar through the top opening can take minutes as opposed to the hours that may be required to load a standard boxcar through a side door. Additionally, with a system of top-loading the railcars, multiple trains that carry top-loading railcars can be arranged in parallel, on parallel tracks, side-by-side, at a loading station. The operations for loading the multiple trains can all be performed at the same time.

[0017] According to example uses of the removable cargo carriers with railcars, a cargo carrier may be designed to efficiently support and transport cargo that otherwise requires the use of a specialty railcar designed for the specific cargo, i.e., a “specialized railcar,” while avoiding many inefficiencies that are inherently associated with the use of many types of specialized railcars.

[0018] A variety of different types of specialized railcars are used to transport particular types or classes of cargo. Each specialized railcar type is constructed to include permanent structures that support and carry a particular type or limited class of cargo. Specialized railcars may be capable of transporting the type or class of cargo designed for that railcar but are not generally useful or adaptable for transporting other types or classes of cargo.

[0019] Specialized railcars work well for transporting many different types of specialty cargo but their use includes certain types of inherent inefficiencies. Examples of inefficiencies are caused by: complicated and time-consuming systems required for loading and unloading cargo from specialized railcars, which require separating the specialized railcar from a consist; certain types of cargo being directly contained in and supported by permanent structure of the railcar; and the need for large inventories of specialized railcar units that spend un-used (non-transport) time functioning as cargo storage units between productive use transporting cargo, or that require movement without cargo (unladen) between uses.

[0020] Inefficiencies associated with specialized railcars are caused in part by the nature of the specialized railcars. Specifically, the structure that supports the cargo (“cargo support structure”) is permanently incorporated into the rolling structure of the specialized railcar. The cargo support structure and supported cargo cannot be separated from the rolling structure. The steps of loading and unloading cargo from many types of specialized railcars cannot be performed on a main track while the specialized railcars are included in a consist (a group of connected rolling stocks, optionally with a locomotive). [0021] A system as described can reduce inefficiencies of current processes of loading and unloading specialized railcars by replacing the specialized railcars with a railcar system that includes a rolling component of the railcar and a removable cargo component in the form of removable cargo carriers. Systems as described use removable cargo carriers that are adapted to contain cargo in a removable “cargo component” that can be separated from a rolling component of a railcar. Example systems use a combination of interchangeable, removable cargo carriers that are transported by a non-specialized railcar or “rolling component” that is capable of transporting any of various versions of interchangeable removable cargo carriers that can contain different types of cargo. Using a cargo-carrying component (“cargo component”) of a railcar that is removable (separable) from a rolling component of the railcar allows for greater flexibility in loading and unloading cargo carried by a railcar, including an improved ability to unload cargo from a consist without uncoupling various types of specialized railcars from the consist.

[0022] The presently -described systems can reduce the practice of using specialized railcar units as cargo storage units by allowing cargo to be removed from a separate rolling component of the railcar. The cargo, which is supported by a removable cargo carrier while being transported by the rolling component, can be unloaded from the rolling component of the railcar by removing the removable cargo carrier. The rolling component is immediately available to receive replacement cargo for transport. The unloaded cargo contained in the removable cargo carrier can be moved and stored separate from the rolling component of the railcar. The cargo carrier and its cargo can be stored at a location separate from a railway or railyard in the removable cargo carrier and, as needed, can be unloaded from the removable cargo carrier at a desired time, allowing the rolling component to be put to efficient use transporting replacement cargo.

[0023] Systems of the present description avoid the need to move un-laden specialty railcars from an unload location to a different, usually distant location for loading with replacement cargo. The described systems instead use one or more removable cargo carriers that are adapted to carry types of cargo that are otherwise carried by a specialized railcar (these removable cargo carries sometimes being referred to as “specialized removable cargo carriers” or “specialized cargo carriers”), and that can be loaded into and unloaded from a railcar (or “rolling component”) that is capable of interchangeably carrying the different types of specialized removable cargo carriers. A single rolling component or type of rolling component is capable of transporting a range of different cargo types by the cargo being loaded and unloaded on the rolling component while the different cargo types are carried by removable cargo carriers. At an unload location, one type of cargo may be removed from the rolling component and a different type of replacement cargo may be loaded onto the rolling component for transport. The need to transport the rolling component to a different location to be loaded with replacement cargo is avoided.

[0024] In one aspect, the invention relates to a top-loading railcar. The railcar includes: a deck having a deck front, a deck back, and two deck sides; wheels supporting the deck; a front wall extending vertically from the deck front; a back wall extending vertically from the deck back; and two sidewalls extending vertically from each of the two deck sides; with the sidewalls and deck defining an interior. The railcar further includes a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls, and a roof that is capable of an opened position that exposes the top opening and allows access to the interior, and a closed position that covers the top opening.

[0025] In another aspect, the invention relates to a method of placing cargo into a top-loading railcar. The railcar comprises: a deck, wheels supporting the deck, walls extending vertically from the deck to define a railcar interior, and a top opening at the top of the interior defined by a top of the walls. The method includes placing a removable cargo carrier through the top opening and into the railcar interior, with the removable cargo carrier supporting cargo.

[0026] In yet another aspect, the invention relates to a method of placing cargo into two or more toploading railcars. Each top-loading railcar comprising: a deck, wheels supporting the deck, walls extending vertically from the deck to define a railcar interior, and a top opening at the top of the interior defined by a top of the walls. The method includes: with a first train on a rail line, the first train comprising one or more top-loading railcars; with a second train on a rail line parallel to the first train, the second train comprising one or more top-loading railcars; loading cargo through a top opening of a top-loading railcar of the first train; and loading cargo through a top opening of a toploading railcar of the second train.

[0027] In yet another aspect, the invention relates to a top-loading cargo transport vessel. The includes: a deck having a deck front, a deck back, and two deck sides; a front wall extending vertically from the deck front, a back wall extending vertically from the deck back, and two sidewalls extending vertically from each of the two deck sides, the sidewalls and deck defining an interior; and a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and tops of the two sidewalls.

[0028] In yet another aspect, the invention relates to a method of placing cargo into a top-loading cargo transport vessel. The vessel includes: a deck, walls extending vertically from the deck to define a vessel interior, and a top opening at the top of the interior defined by a top of the walls. The method includes placing a removable cargo carrier through the top opening and into the railcar interior, with the removable cargo carrier supporting cargo.

[0029] In yet another aspect, the invention relates to a railcar. The railcar includes: railcar container that is supported by wheels on an axel; a generator mechanically connected to the axel or a wheel, the generator adapted to generate electricity based on movement of a wheel or axel of the railcar; a battery connected to the generator; and electronic devices connected to the generator, the battery, or both, the electronic devices comprising a computer processor.

[0030] In another aspect the invention relate to a top-loading cargo vessel comprising: a deck; a front wall extending vertically from the deck, a back wall extending vertically from the deck, and two sidewalls extending vertically from the deck; an interior defined by the sidewalls, front wall, and back wall; a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; a removable cargo carrier that is adapted to be loaded into the interior through the top opening, the carrier comprising: vertical supports; a horizontal support supported by the vertical supports; and a roof, wherein when the removable cargo carrier is loaded in the interior, the roof engages walls of the vessel and encloses the interior.

[0031] In another aspect the invention relates to a top-loading cargo vessel comprising: a deck; a front wall extending vertically from the deck, a back wall extending vertically from the deck, and two sidewalls extending vertically from the deck; an interior defined by the sidewalls, front wall, and back wall; a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; a removable cargo carrier that is adapted to be loaded into the interior through the top opening, the carrier comprising: vertical supports; a horizontal support supported by the vertical supports; a roof that covers the top opening when the carrier is loaded in the interior; and one or more couplers that are accessible when the removable cargo carrier is loaded in the interior and the roof is covering the top opening, the one or more couplers comprising one or more lifting surfaces that may be lifted vertically to lift the carrier. [0032] In another aspect, the invention relates to a top-loading cargo vessel comprising: a deck, a front wall extending vertically from the deck, a back wall extending vertically from the deck, and two sidewalls extending vertically from the deck; an interior defined by the sidewalls, front wall, and back wall; a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; a removable cargo carrier that is adapted to be loaded into the interior through the top opening, the carrier comprising: vertical supports; a horizontal support supported by the vertical supports; and a roof that is moveable in a vertical direction relative to the vertical supports.

BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figures 1A (top-perspective view), IB (side-perspective view), 1C (side-perspective view), and ID (top-perspective view), show an example of a top-loading cargo vessel of the present description, and removable carriers.

[0034] Figures 2A (top-perspective view), 2B (side-perspective view), and 2C (end view), show an example of a top-loading cargo vessel of the present description.

[0035] Figures 3A (side-perspective view), 3B (end view), and 3C (top view), show an example of a removable carrier of the present description.

[0036] Figures 3D and 3E (end views) show another example of a removable carrier of the present description.

[0037] Figure 3F shows another example of a removable carrier of the present description.

[0038] Figure 4A shows an example of a top loading cargo vessel with multiple interiors and multiple carriers, each carrier having an attached roof.

[0039] Figure 4B shows a side cross-sectional view of an engaged arrangement between a roof surface and a top wall surface.

[0040] Figures 5A, 5B, 5C, and 5D show examples of a top loading vessel and a carrier with an attached roof, and a sequence of steps for loading the carrier into the vessel interior.

[0041] Figures 6A, 6B, and 6C show examples of a top loading vessel and a carrier with an attached roof, and a sequence of steps for loading the carrier into the vessel interior.

[0042] Figures 7A, 7B, 7C, 7D, 7E, 7F, 7G, and 7H, show examples of cargo carriers as described.

[0043] Figures 8A, 8B, 8C, and 8D show examples of a rolling component with interchangeable cargo carriers as described.

[0044] Figures 9A, 9B, and 9C show examples of a consist loaded and unloaded with interchangeable cargo carriers.

[0045] Figure 10 (top-perspective view) shows an example of removable carriers loaded with cargo for comparison to intermodal cargo containers loaded with cargo, without the use of removable cargo carriers. [0046] Figures HA, 11B, 11C, HD, HE, 1 IF, and 11G show examples of methods of loading a removable carrier of the description.

[0047] Figures 12A and 12B show an example of a method of loading and un-loading removable carriers to and from top-loading cargo vessels of the description.

[0048] Figures 13A and 13B show an example of a method of pre-loading cargo onto removable carriers, and loading the pre-loaded carriers into top-loading cargo vessels, as described.

[0049] Figure 13C shows an alternate method of loading pre-loaded removable cargo carriers into a cargo transport vessel.

[0050] All figures are schematic and are not necessarily to scale.

DETAILED DESCRIPTION

[0051] Described as follows are cargo transport systems that use a top-loading cargo transport vessel (sometimes referred to herein as a “top-loading transport vessel,” or “cargo transport vessel,” “cargo vessel,” or “vessel,” or the like, based on context) that can be used to carry one or more removable carriers. The removable carriers, loaded with cargo, may be loaded and unloaded into and from the cargo transport vessel through a top opening of the cargo transport vessel. Also described are methods of loading and unloading a removable carrier into or from a cargo vessel of a system, and methods of moving and transporting cargo using the system.

[0052] A feature of the example systems is a combination of a top-loading cargo vessel and one or more removable cargo carriers (sometimes referred individually to as “removable carrier” or just “carrier,” for short) that can be loaded with cargo, contained in an interior of the cargo vessel, transported by the vessel, then removed from the vessel to remove the cargo.

[0053] Example top-loading cargo vessels include vessels of the type that is useful to transport cargo from one location to another by rail, roadway, ship, airplane, truck, or by another mode of transportation, but differs from currently -used or conventional vessels of these types by including a top opening that allows a removable cargo carrier to be placed into and removed from, i.e., loaded and un-loaded, into and from, the vessel through the top opening.

[0054] Example top-loading cargo vessels include vessels that may have design features in common with conventional railcars (either a self-powered autonomous railcar or a standard non-autonomous railcar), intermodal cargo vessels, and self-powered autonomous cargo vessels designed for over-the- road transport, and that are constructed to include a top opening that allows for loading and unloading removable carriers to and from the vessel. A vessel may be powered or un-powered, e.g., may be moved by a different vehicle such as a truck, train, ship, or locomotive, or may be powered by a self-contained power source as with “autonomous” railcars. The power source may be any useful power source, such as an electric motor powered by a re-chargeable battery, or a gas or diesel- powered motor. Alternately or additionally, a vessel may include electronics such as a global- positioning tracking system and a communication system to remotely guide or track the vessel. [0055] An example top-loading cargo vessel as described includes a horizontal base, vertically- extending wall structures (sidewalls, a frontwall, and a backwall), a top opening and interior between the wall structures, and a roof (which is optional), i.e., any type of cover for the top opening or to otherwise cover and protect carriers within the vessel interior. These structures define the vessel interior (“interior” for short) that is located between the walls and horizontal base.

[0056] A roof (which refers to any type of cover, generally, that covers the top opening) of a toploading cargo vessel is “removable,” meaning that the roof is capable of an opened position that exposes the top opening and the interior and allows access to the interior for loading and un-loading the interior through the top opening, and also is capable of a closed position that covers the interior or top opening and optionally encloses and secures the interior.

[0057] An example roof may be a solid roof that securely encloses the vessel interior, such as a metal lid that opens and closes by sliding or lifting (e.g., hinged or un-hinged) to selectively expose and cover the vessel interior. Other examples of a roof structure include a flexible, air-permeable cover such as a sheet of fabric or mesh (metal, polymeric, or otherwise) that can be un-rolled and rolled to cover and un-cover the top opening of the vessel.

[0058] Alternative roofs may be any other structure that covers and protects contents of a removable cargo carrier that is contained within the cargo transport vessel. The roof may be attached to and move with the cargo vessel, or may be attached to and move with the removable carrier, for example by being incorporated into the structure of the carrier. If desired, a roof of the cargo transport vessel may be a structure of a carrier that covers the top of the carrier while the carrier is positioned within the vessel, such as a cover that covers the carrier and takes up or covers at least a portion of the top opening of the vessel. This example of a roof structure can be attached to an upper portion of the carrier and may move with the carrier, and need not be attached to a wall structure of the vessel.

[0059] Other than the top opening, no other openings or doors are required in a cargo vessel to allow access to the vessel interior for loading cargo. A top-loading cargo vessel of the present description does not require and may optionally exclude a door on a sidewall or endwall of a type and size that is useful to load and unload cargo to or from a cargo vessel, such as by using a forklift to drive pallets to the interior of the vessel. Still, other openings may be included if needed, e.g., for purposes other than loading cargo into the vessel interior.

[0060] A top opening as described is an open space at a top of a cargo vessel between the upper walls that allows access through the top of the vessel to the vessel interior and is of sufficient size to pass a removable cargo carrier through, to fully load the vessel interior with cargo that has been pre-loaded into the removable cargo carrier. The top opening may extend a substantial or an entire length of the two sidewalls, the front wall, and the back wall; the top opening preferably allows for vertical access to all space within a vessel interior so that a cargo carrier may be loaded by lowering the carrier in a vertical direction from above the vessel, through the top opening, and into the vessel interior. [0061] A top-loading cargo vessel may be supported by permanent or removable wheels beneath the deck, and a suspension system between the deck and the wheels. A wheel assembly may include multiple axels, a carriage or “bogie,” springs, shock absorbers, brakes, and wheels. The wheels may be metal wheels for engaging a railroad, or wheels for transport over a road that include rubber tires comparable to those of a semi-trailer. The cargo vessel may have a mode of propulsion such as a motor to engage and drive the wheels. The motor may be powered by a battery, a gas or diesel engine, or by another mode of propulsion.

[0062] A top-loading cargo vessel does not require and can specifically exclude horizontal separators or additional (i.e., other than the deck) supportive decks, shelves, or “floors” that are not of a removable design as part of a removable cargo carrier as described herein and designed to be loaded and un-loaded as part of a removable carrier through a top opening of the cargo vessel (e.g., railcar). Other than as part of a removable carrier, a cargo vessel as described can exclude any permanent or non-permanent horizontal separators that extend horizontally along the width and length of the vessel and separate the vessel interior into vertical spaces to provide multiple levels of horizontal support for cargo. In place of such horizontal separators, a vessel can use removable cargo carriers as described, that may have multiple supportive horizontal levels to support multiple horizontal levels of cargo and are adapted to be loaded and un-loaded through a top opening of the vessel.

[0063] The vertical walls of the top-loading cargo vessel are preferably permanent and are not moveable or removable. The walls may be of rigid materials commonly used in cargo vessels (e.g., truck trailers, railcars, intermodal containers), such as steel that may be reinforced to support the vertical orientation of the walls in the absence of a supportive roof structure, and optionally to support a removable roof located at the top of the walls to cover a top opening. Each wall can be permanently secured to an adjacent wall at two comers of the vessel, and each wall is permanently secured to the base. By being “permanently secured,” the walls are secured to the base and adjacent walls by welding or in a comparably permanent fashion, and are designed and intended to remain secured to the base and adjacent walls of the vessel for a period of a useful lifetime of the vessel, and are not adapted to be removable for any purpose related to the use of the vessel, such as for allowing cargo to be loaded onto or removed from the vessel.

[0064] Each wall can be a structure that attaches to the base and extends vertically upward to define a side of a space above the base, the space being generally referred to as an “interior” of the vessel. A wall may partially or completely enclose the interior, e.g., may include small or large openings, or may be continuous with no openings. Example walls are continuous heavy-duty vertical sheets of metal of the type found on commercial boxcars and intermodal shipping containers. Other examples of walls may be in the form of a rigid frame that extends vertically from the base to an upper opening to form a side of an interior of the vessel, and that contains openings between members of the frame; the openings may be sized to allow visual access of the vessel interior from the vessel exterior (i.e., contents within the interior may be visible from the exterior), while not necessarily being large enough to allow cargo to be passed through the openings. Still other walls may include a frame with openings formed between members of the frame, and a covering made of a metal or lighter-weight non-metal material such as fiberglass or a different composite, e.g., a carbon composite, that covers the openings in the frame and encloses the vessel interior.

[0065] In one example format, the invention relates to a top-loading cargo vessel in the form of a top-loading railcar, to a top-loading railcar that is used with and contains one or more removable cargo carriers, to trains and railyards that use and contain the top-loading railcars and removable cargo carriers, and to methods of loading, un-loading, and using the top-loading railcars and removable cargo carriers to transport cargo between two locations on a rail line. (The descriptions of features of an example top-loading cargo transport vessel in the form of a top-loading railcar describes various features of an inventive top-loading railcar. Many or all of these same features will be understood to be useful not only when included in a top-loading railcar, but also will be understood to be useful with other forms of top-loading cargo transport vessels, some of which are described herein, as well as others that will be recognized by the description of the example top-loading railcar design.) [0066] An example top-loading railcar (or other type of top-loading cargo vessel) as described includes a horizontal base (a.k.a., “deck”) and vertically -extending wall structures (sidewalls, a frontwall, and a backwall). A preferred railcar may also include a roof and a structure at the bottom of the cargo-carrying interior to weatherproof the cargo area from below. These structures define space inside of the railcar that can hold cargo for transport, referred to as a railcar interior (“interior” for short), that is located above the base and within the walls that surround the base.

[0067] The railcar can have any dimensions, but common dimensions of current commercial railcars (e.g., boxcars), and dimensions that will be useful for example top-loading railcars as described, have one or more of: an interior length in a range from 40 to 100 feet (this may vary widely); an interior width in a range from 8 to 11 feet (e.g., from 9 to 10 feet); and an interior height in a range from 15 to 30 feet.

[0068] A top-loading railcar may optionally have a roof, which is “removable,” meaning a roof that is capable of an opened position that exposes a top opening that leads to the interior and allows access to the interior for loading and un-loading cargo into the interior, and also is capable of a closed position that covers the top opening, secures the interior, or both. Other than the top opening, no other openings or doors are required to allow access to the railcar interior. If desired, a top-opening railcar (or other type of top-opening vessel) may not include a roof or other cover to be placed over the top opening.

[0069] A top opening as described is an open space at a top of a railcar between the walls that allows access through the top of the railcar to the railcar interior and is of sufficient size to pass a removable cargo carrier through, to fully load the railcar interior with cargo. The top opening can preferably extend a substantial or an entire length of the sidewalls, the front wall, and the back wall. A significantly smaller opening in a roof of a railcar such as a hatch, door, or port that is sized, for example, to allow only a person but not a full load of cargo to pass into the interior, is not considered to be a top opening. Also, a top-opening railcar as described does not include certain conventional types of railcars that are permanently open at the top and that have other features that are different from a top-loading railcar of the present description. For example, top-opening railcars of the present description do not include railcars that do not have a flat interior base and four substantially vertical walls that enclose an interior, e.g., do not include: an open-topped bin-type railcar (having a sloped bottom and doors), a hopper car (having a sloped bottom and doors), a well car, a gondola, or a center-beam type of railcar that may be used to transport materials in an un-covered, non-enclosed environment.

[0070] Except as noted with respect to the inventive top-loading railcars, other than the top opening and removable roof, the structures, materials, and dimensions of example top-loading railcars may be the same as the materials, structures, and dimensions of conventional, standard, enclosed commercial railcar structures typically referred to as “boxcars,” that include a permanent roof and a side door. Certain example top-loading railcars may be considered to be modified boxcars, and will have many features in common with a standard boxcar. These may include one or more of: substantially vertical walls; a substantially horizontal (flat) roof and substantially horizontal (flat) deck; a completely open interior with a cross section that is open and rectangular along the height axis, entirely from roof to deck; the interior also having a cross section that is open and rectangular along the width axis, entirely from side to side; the interior also having a cross section that is open and rectangular along the length axis, entirely from front to back; a horizontal flat bottom that does not include sloped sides or openings to allow for un-loading through the bottom (e.g., as with a covered hopper). Also like a standard boxcar, examples of top-loading railcars of the present description may be fully enclosed and can be secured from unauthorized breach or entry, with walls that are continuous and solid, not designed to be apertured or opened to the exterior other than through small or minor gaps between portions of the railcar structure.

[0071] Likewise, other than the top opening, the structures, materials, and dimensions of other versions of top-loading vessels such as intermodal cargo containers, autonomous vessels for use on a rail line or for over-the-road transport, or the like, may be the same as the materials, structures, and dimensions of conventional, standard, enclosed commercial structures of these types of vessels. [0072] To support the walls of an open-top, top-loading railcar without the benefit of structural support from a permanently secured roof that is connected to the walls, additional support or reinforcement for the wall structures may be included. The walls, the deck, and support members of a top-loading car can be made of materials such as wood, heavy gauge steel, or lighter weight composite materials such as fiberglass or carbon composites, as desired.

[0073] A top loading railcar or other vessel may be constructed originally to have sidewalls that are sufficintly strong to function in the absence of the structural support provided by a roof. Alternately, a previously -constructed boxcar may be re-constructed, e.g., “retrofitted,” to be a top loading railcar that does not include a roof, and that has structural support added to the walls to allow the walls to be structurally capable of functioning commercially without the structural support of the roof. To retrofit a previously -constructed boxcar, the original roof of the boxcar may be removed. Added structure can be incorporated into the walls of the boxcar to strengthen the walls, and optional lateral support can also be added along the length of the boxcar, e.g., as “dividers.” Figure 4 shows an example of a previously -constructed boxcar that has added frames 56 extending along the length of the vessel, and added cross-members (“X-braces”) 52 placed along the width at multiple locations of the length. According to inventive methods of preparing retrofitted top opening railcars, a previously -constructed boxcar can be modified by removing the roof, and by adding structural frames (e.g., 56) at two sides, along the length of the sidewalls, to strengthen the sidewalls, by adding cross-members (e.g., 52) along the width of the boxcar, or both.

[0074] Wheels and supports for the top-loading railcar can be sized and made of materials that are conventionally used on currently -commercial railcars. The railcar can include a conventional coupler centrally mounted at each of the front and back (rear) ends of the railcar along a longitudinal axis thereof. Other remaining components of a standard, commercial railcar that are usually mounted underneath the deck (or “base”), such as brakes, impact force cushioning devices, brake pipe, and the like, are not described in detail herein for the sake of brevity, but can be included on the top-loading railcar.

[0075] Wheels may be standard full-size sets of four wheels arranged on two parallel axels (“two- axel bogies”), which are attached at both of the two ends of a railcar, with the railcar connected to an adjacent railcar by a standard coupler. Alternately, a useful railcar may be of a type sometimes referred to as an “articulated” railcar, which has fewer wheels, i.e., two wheels at each end of the railcar.

[0076] An autonomous version of a railcar does not require two couplers, or even one coupler, and may include a power source (e.g., battery) to drive the wheels, and electronics and communications for navigation, such as a global positioning system (GPS) and cell-tower communications for sending and receiving locations to a remote system that tracks and directs movement of the railcar. Example communication systems include electronic devices to transmit information relating to items such as a location of the railcar, and to receive navigation instructions that control movement of the railcar. With these communication systems, the movement of the autonomous railcar can be controlled and tracked remotely.

[0077] As one difference between current commercial railcars (or other cargo transport vessels) and a top-loading railcar (or other top-loading vessel) of the present description, the top-loading railcar does not require and may optionally exclude a door (e.g., a sliding door having a height approximately the same as the railcar) or other opening formed in or as part of a sidewall along the length of the railcar, of a type and size that is useful to load and unload a conventional railcar, such as by using a forklift to drive pallets to the interior of the railcar. [0078] Likewise, the top-loading railcar (or other type of top-loading vessel) also does not require and may specifically exclude a door in an endwall (frontwall or back wall) of a type and size that is useful to load or unload the car, e.g., by using as forklift or by otherwise loading cargo through an end of the railcar.

[0079] Furthermore, example railcars (or other top-loading vessel) can have a permanent flat base that extends over the entire area of the interior, substantially vertical walls along the entire height of the railcar, and do not require and can specifically exclude horizontal separators or additional supportive decks or “floors” that are not of a removable design of a cargo carrier as described herein, i.e., designed to be loaded and un-loaded through a top opening of the railcar.

[0080] The invention also relates to methods of using top-loading cargo transport vessels, including but not limited to railcars, autonomous cargo transport vessels, intermodal cargo transport vessels, and the like, and to methods of loading and unloading top-loading cargo transport vessels by loading and un-loading cargo supported on a removable caro carrier through the top opening of the vessel. Generally, one or more removable cargo carriers can be loaded through the top opening, optionally by placing a removable roof in an opened position to expose a top opening of the vessel to allow access to the vessel interior. A removable roof may be placed into an opened position by removing the roof, or roof sections, or by pivoting the roof, or sectionon a hinge between the roof and a sidewall of the vessel, or by sliding the roof, or section, in a direction of a length of the railcar. Cargo carried by a removable carrier can be loaded through the top opening of the vessel and into the vessel interior. After the cargo is placed at the vessel interior, the roof can be placed in a closed position to cover or secure the vessel interior.

[0081] The top-loading vessel is adapted to contain one or more removable cargo carriers that can carry cargo that is preferably packed with a high packing density, and that closely fit into interior dimensions of the vessel. A removable cargo carrier is a support for cargo that can be loaded and unloaded into the top-loading vessel through the top opening, and that carries an amount of cargo that can provide for a useful packing density, preferably a high packing density, of the top-loading vessel. [0082] Generally, a removable cargo carrier can be any structure that can support cargo (any type), and that can also be placed into and removed from an interior of a cargo transport vessel through a top opening. In particular examples, a removable cargo carrier includes a vertical frame made up of vertical frame supports, a bottom, an interior within the frame, and optionally one or more horizontal shelves supported by the frame. The carrier can have an enclosed interior that is defined by four closed sides, a closed bottom, and a closed cover, and which may be opened at one of the top, bottom, or sides for loading and unloading. Alternately, the carrier can have an open, multi-shelf structure that has multiple shelves and sides that are open to allow access to and loading of the shelves.

[0083] A removable cargo carrier can optionally include multiple horizontal shelves that are supported by multiple vertical frame supports (a.k.a., a “frame” or “vertical frame”). The shelves and frame supports may be constructed and reinforced as needed to support a load of cargo on each shelf. The shelves and frame supports may be made of any useful material, such as wood, aluminum, iron, heavy gauge steel, or lighter weight composite (e.g., non-metal) materials, as desired and effective. [0084] The use of the removable cargo carriers allows for loading the top-loading vessel at a high packing density, and also allows for efficient (e.g., fast and effective) loading and un-loading of a toploading vessel.

[0085] To provide high packing density, the removable cargo carrier has dimensions that are sized to closely fit the interior of the vessel, or a segment of the vessel. The dimensions of the removable cargo carrier refers to the overall height, width, and length of a removable cargo carrier.

[0086] To provide for efficient loading dentisy of a top-loading cargo transport vessel, the removable cargo carrier can have a width that is slightly less than a width of an interior of the top-loading vessel, e.g., a removable cargo carrier may have a width that is less than 100 percent of a width of a toploading cargo transport vessel interior, but that is at least 80, 85, 90, or 95 percent of the width of the vessel interior.

[0087] The removable cargo carrier may have a length that is slightly less than a length of an interior of the top-loading cargo transport vessel or a segment thereof. A removable cargo carrier may have a length that is less than 100 percent of a length of a vessel interior or interior segment, but that is at least 80, 85, 90, or 95 percent of the length of the vessel interior or interior segment. In some example systems, a top-loading vessel interior may be separated into multiple (e.g., two, three, or four) segments along the length of the vessel. Each segment has a length that is a portion of a total length of the vessel, e.g., that is approximately one-half, one-third, or one-fourth of the total length of the vessel. For these top-loading vessels, having multiple interior segments, a removable cargo carrier may have a length that is less than 100 percent of a length of a segment of the vessel interior, but that is at least 80, 85, 90, or 95 percent of the length of the segment of the vessel interior.

[0088] Also to provide efficient loading density of the top-loading cargo transport vessel, the removable cargo carrier can have a height that is slightly less than a height of an interior of the top- loaing vessel, e.g., a removable cargo carrier may have a height that is less than 100 percent of a height of a vessel interior, but that is at least 70, 80, 85, 90, or 95 percent of the height of the vessel interior.

[0089] Considered differently, a removable cargo carrier may have a footprint area that is at least 70, 80, 85, 90, or 95 percent of the deck interior footprint area of a top-loading vessel, or of a segment of the deck for a vessel that is separated into two or more interior segments.

[0090] In terms of particular examples of useful dimensions, in an example combination of a toploading vessel and removable cargo carrier, the vessel interior can have a width that is not more than 1, 2, or 3 feet greater than the width of the removable cargo carrier. Additionally or alternately, the vessel interior or a segment of a vessel interior can have a length that is not more than 1, 2, 3, or 5 feet greater than the length of the removable cargo carrier. Additionally or alternately, the vessel interior can have a height that is not more than 1, 2, 3, or 5 feet greater than the height of the removable cargo carrier.

[0091] A removable carrier can be in the form of a single assembly, i.e., a “single-piece” removable carrier, meaning a removable carrier that includes a single, integrated, vertical frame that is of a height that substantially fdls the height of a vessel interior. The single-piece carrier may include a bottom horizontal support (sometimes referred to as a “bottom shelf’) and one or more additional shelves supported at different heights by the vertical frame. The carrier may be open laterally along the sides and ends to allow loading and un-loading of shelves laterally through an open side or open end, or may be enclosed on the sides and ends, with loading and un-loading being allowed through a top or bottom opening. See figure 3F.

[0092] A single-piece removable carrier can be pre-loaded with cargo before the carrier is loaded into an interior of a vessel. The pre-loaded carrier can be loaded as a single carrier, in one step, through a top opening of a vessel, into an interior space of a vessel to essentially fill the height of the vessel.

[0093] Example carriers can include multiple horizontal shelves, only one shelf (in addition to a bottom horizontal support surface or bottom shelf), or no shelves but only a bottom horizontal support. The number of shelves of a carrier can be selected based on the heights of cargo pieces that are loaded onto each shelf. The vertical location of shelves as part of a carrier may be permanent, i.e., fixed, or may be selectable or moveable to selected vertical positions along the height of vertical frame supports.

[0094] Example shelves may be removable from a frame of a carrier to allow cargo to be loaded onto the shelf at a location that is away from the carrier frame, and to allow the height position of the shelf along the vertical frame supports to be selected based on a height of cargo pieces loaded onto the shelf. A removable shelf may be removed from the frame of the carrier and cargo can be loaded onto (or un-loaded from) the shelf at a location that is away from the frame. The shelf can then be replaced within the vertical frame supports, optionally at a height of the vertical frame supports that is selected based on the height of cargo pieces that are carried by the shelf. See, e.g., figures 5A, 5E, 5F, and 5G. [0095] Another type of carrier may be constructed using vertical frame supports, a bottom horizontal support at the bottom of the frame, an optional horizontal top at an upper location of the frame, and no horizontal shelves supported by the frame between the top and bottom of the vertical frame. An example of this type of carrier is an enclosed carrier or “carrier bin” that has an interior defined by four sidewalls and the bottom, and a top opening (with an optional removable roof or cover) that allows cargo (e.g., an aggregate material) to be loaded into the carrier bin through the top opening. The bottom (bottom horizontal support) supports the cargo contents of the carrier during use (e.g., movement) of the carrier, and may be opened to unload the contents from the carrier through a bottom opening. See, e.g., figure 3F. [0096] A frame of a removable carrier may be made of a single, integrated vertical frame that has a height to substantially fill a full height of a vessel interior. In other examples, a frame of a removable carrier may instead be made of multiple separate pieces (“stackable carrier pieces”) that support one or more shelves or a bottom support. The multiple carrier pieces, when stacked, have a total height that substantially fdls a full height of a vessel interior, when the stacked pieces are loaded into the interior. Outside of an interior of a cargo transport vessel, each stackable carrier piece may be handled and loaded individually. See, e.g., figures 3D and 3E.

[0097] A multi-piece, stackable removable carrier can include multiple separate vertical pieces, each piece having one or more horizontal shelves supported by vertical frame supports. Cargo can be loaded onto the shelves of each of the multiple pieces at a location separate from the vessel. Once the stackable carrier pieces have been loaded to contain cargo, the stackable pieces can be loaded, either individually or together, into an interior space of a top-loading vessel. Two or more pieces of a multipiece, stackable, removable carrier can be contained in the stacked configuration within the vessel interior and have a total height (of the carrier) to essentially fill the height of the vessel interior. A total height of a multi-piece stackable carrier is the same as described, to fill space within the cargo vessel, but the multi-piece stackable carrier can have multiple pieces that can be handled separately and then stacked together within an interior of a cargo vessel.

[0098] The invention also relates to methods of loading cargo onto one or more removable cargo carriers for transport of the cargo within a top-loading cargo transport vessel as described, preferably with the cargo being efficiently loaded on the removable cargo carriers, which are then efficiently contained and transported by a cargo transport vessel. By example methods, a cargo carrier can be loaded with pallets or other forms of cargo, and the loading density (a.k.a., “packing density”) of the cargo on the removable cargo carrier may be in excess of 60, 70, 75, 80, 85, or 90 percent. Loading density (or “packing density”) of a removable cargo carrier is calculated as the amount of space of cargo loaded on the cargo carrier per total volume of the cargo carrier calculated as the length, width, and height of the cargo carrier.

[0099] One or more removable cargo carriers loaded with cargo at an efficient or high packing density can be loaded into a top-loading cargo transport vessel to produce a vessel that is loaded with cargo also at a usefully efficient or high total loading density of the cargo transport vessel. In example systems, cargo can be loaded onto one or more removable cargo carriers to a loading density of at least 60, 70, 75, 80, 85, or 90 percent; the pre-loaded one or more carriers can then be placed within (loaded into) a top-loading cargo transport vessel; the loading density of the top-loading cargo transport vessel may also be at least 60, 70, 75, 80, 85, or 90 percent.

[0100] A high loading density can also allow a cargo transport vessel to be loaded at a weight that approaches a limit of a nominal weight capacity for the type of vessel. For a vessel that is a railcar, the railcar may be loaded at an efficient total weight relative to a nominal capacity (nominal weight capacity) of a railcar allowed to be carried on a particular rail line. An example weight capacity of a railcar may be 286,000 gross rail load (GRL). For a tare of approximately 66,000 pounds, a nominal capacity (by weight) may be 220,000 pounds or 110 tons. For a train that contains multiple toploading railcars loaded with removable carriers, at least 50, 60, 70, 80, or 90 percent of all top-loading railcars of the train may be loaded to a loading density of at least 60, 70, 80, or 90 percent of a nominal capacity (by weight).

[0101] For cargo transport vessels of different types and sizes (e.g., railcars of other dimensions, intermodal containers, autonomous cargo transport vessels, etc.), a nominal weight capacity will be accordingly different. According to example systems and methods of the present description, a toploading cargo transport vessel loaded with removable carriers as described (with the removable carriers having a high packing density) may be loaded to at least 60, 70, 80, or 90 percent of a nominal capacity (by weight) for the type of cargo transport vessel.

[0102] In example methods, cargo pieces can be loaded onto a removable cargo carrier in a manner to place a center of gravity of the loaded cargo carrier at a relatively low position of the removable cargo carrier, e.g., below a location of 50 percent of the height of the loaded cargo carrier, e.g., below a location of 45, 40, 35, or 30 percent of the height of the loaded removable cargo carrier. When one or more of these removable cargo carriers, loaded with cargo, are loaded onto a railcar, the railcar (the total weight of the car and the loaded cargo) can also have a low center of gravity, e.g., a center of gravity that is below 50 percent of the height of the railcar, e.g., below a location of 45, 40, 35, or 30 percent of the height of the railcar (measured from the top of the rail to the top of the root).

[0103] When the cargo transport vessel is a top-loading railcar, the removable carriers can be selectively loaded to achieve a low center of gravity, as mentioned, and to also place the center of gravity of the loaded railcar (including the total weight of the load) at a required level, even while achieving a high loading density. A required maximum of a center of gravity of a railcar will be a feature of a particular railcar and may be governed by standards, regulations, or a body such as the Association of American Railroads (AAR). A maximum center of gravity for a particular car, from any of these sources, can be determined based on the design of the car, including the weight and weight distribution of the un-loaded railcar. A maximum center of gravity for a boxcar, as loaded, may 98 inches, 104 inches, or 108 inches above a top of a rail. According to systems and railcars of the present description, a railcar may be loaded to at least 70, 80, or 90 percent of a nominal capacity (by weight), while still having a center of gravity that is below a required maximum height, such as below 98 inches, or below 104 inches, or below 108 inches above a top of a rail that supports the railcar.

[0104] Each of the one or more cargo carriers can contain cargo at an efficient (e.g., high) packing density and can be efficiently loaded and un-loaded through a top opening of a top-loading cargo transport vessel.

[0105] In certain presently -preferred systems and methods, a multi-shelf removable cargo carrier can be pre-loaded at a high packing density at a location (a “cargo carrier loading station”) that is near a location (e.g., a “loading station” or a “train loading station”) at which the cargo carriers will be loaded into a cargo transport vessel, e.g., a railcar of a train. The cargo carriers can be loaded with cargo at the cargo carrier loading station at a time before a cargo transport vessel (e.g., train) into which the removable cargo carriers will be arrives at a nearby loading station, such as a train loading station.

[0106] While portions of the following described example of a loading system and method involve a top-loading cargo transport vessel that is a railcar of a train, features of the loading system and method can be applied to other types of top-loading cargo transport vessels. In more detail, a collection of removable cargo carriers can be loaded with cargo at a cargo carrier loading station at a railyard or other location. The cargo can be loaded onto the cargo carriers by any useful method, such as by use of a lift (e.g., forklift), and elevator, by hand, by robot, etc., optionally by pre-loading a shelf that has been removed from the frame of the cargo carrier and then placing the shelf loaded with cargo pieces onto the frame. Each cargo carrier can be preferably loaded with cargo at a packing density that is at least 60, 70, 80, or 90 percent. The cargo on each cargo carrier can be recorded and inventoried to track all cargo from the cargo carrier loading station to a particular railcar on a particular train, or to a different type of cargo transport vessel, along a route to a final destination of the cargo.

[0107] Once a train and top-loading railcar arrives that is designated to transport one or more particular removable cargo carriers (i.e., the cargo loaded thereon), the high-packing density, pre- loaded removable cargo carriers can be loaded through a top opening of the designated train or railcar. The removable cargo carriers may be placed (loaded) into the top-loading railcar through the top opening, and removed from the top-loading railcar, by any useful method, which may be a crane such as a gantry crane or a smaller-type of crane, self-powered crane, container mover, Reach- Stacker, or purpose-designed mechanism.

[0108] The technique of loading one or more railcars (or a different type of top-opening vessel) through a top opening of the railcar (or other type of top-opening vessel) can be completed in a matter of minutes as opposed to hours or days that may be required to load a single or multiple standard boxcars through a side door (or to load one or more of a different type of cargo container through a side door or an end door). Additionally, with a system of top-loading the railcars (or other vessel type), multiple trains (or other vessel types) can be arranged in parallel, on parallel tracks, side-by- side, at a loading station. The operations for loading the multiple trains can all be performed at the same time.

[0109] Using a top-loading method of placing pre-loaded removable cargo carriers into an interior of a top-loading vessel, the loading process is much more efficient compared to standard methods of loading pallets of cargo through a side door or end door of an enclosed boxcar, intermodal container, or the like. [0110] Referring to figures 1 A, IB, 1C, ID, and 2A, 2B, and 2C, illustrated are example top-loading vessels of the present description. The illustrated example vessels are described as top-loading railcars (sometimes referred to herein as “railcars,” “top-loading railcars,” or the like). While example vessels are identified as a railcars (e.g., railcar 10), many general and specific structures, materials, and features (other than railway wheels and specific dimensions) that are described as useful with the illustrated railcars and their methods of use may be useful with other types of toploading cargo transport vessels such as with a top-loading intermodal container, an autonomous container, or the like, with the wheels and suspension of an intermodal or autonomous container being appropriate for that type of vessel.

[0111] As illustrated, railcar 10 has a base or “deck” 12 that includes a top surface within an interior of the railcar and a bottom surface on the underside of deck 12, toward the ground, spaced apart from the top surface by a thickness of the base 12. The top surface of the deck can be substantially flat and continuous over the surface between the walls of the railcar, and does not require and can exclude any openings or slanted surfaces. The deck may be made from and supported by a rigid railcar material such as steel, and may reinforced to exhibit strength that is sufficient to support a load of one or more removable cargo carriers (as described herein), with the cargo carrier or cargo carriers being loaded with pallets or other cargo.

[0112] Deck 12 includes segments that can be referred to as a deck front 20 extending along the entire width of the railcar a forward (or “front”) end of the deck and railcar, a deck back 22 extending along the entire width at a back (or “rear”) end of the deck and railcar, and two deck sides 24 and 26 extending along the entire lengths of opposite (left and right) sides of the deck and the railcar. The deck can be flat and level between the back, front, and sides.

[0113] Example railcar 10 includes removable (meaning either movably hinged, sliding, or completely removable, i.e., detachable) roof 70 that can be moved or removed to expose interior 40 (or interior segments thereof) to allow loading and un-loading of one or more removable cargo carriers into or from interior 40.

[0114] Two railcar wheel sets 14 (four wheels and two axels per set or “bogie”) are mounted near the front end and the back end of the bottom surface of deck 12 or otherwise underneath base 12 to support base 12 along rails of a railroad.

[0115] As illustrated, a railcar 10 does not require and may specifically exclude a door (e.g., a sliding door having a height approximately the same as the railcar) or other opening formed in or as part of the deck or of a sidewall or a frontwall or a backwall, and that is of a type and size of opening that is useful to load or unload, or both, a conventional railcar, such as by using a forklift to drive pallets to the interior of the railcar.

[0116] A railcar 10 has a length (L), a width (w), and a height (h) in the directions indicated. A front wall 30 extends vertically and along the height of railcar 10, and horizontally along the width of the deck front 20. A back wall 32 extends vertically and along the height of railcar 10, and horizontally along the width of deck back 30. Two sidewalls 34 and 36 extend along the length of railcar 10 and deck sides 24 and 26, and vertically from each of the two deck sides 24 and 26. The front wall, back wall, and sidewalls are sometimes referred to collectively herein as “walls” of the railcar. The walls, deck, and top opening 50 or roof 70 of the railcar define interior 40, which is enclosed when roof 70 is in a closed position. Moving or removing (detaching) removable roof 70, i.e., placing roof 70 in an opened position, exposes top opening 50 of railcar 10. Roof 70 in an opened position exposes top opening 50, defined by a top of front wall 30, a top of back wall 32, and the tops of sidewalls 34 and 36.

[0117] The walls and roof 70 of the railcar, including front wall 30, back wall 32, and sidewalls 34 and 36, may be made of rigid railcar material such as steel reinforced to support the vertical orientation of the walls and to support a roof located at and supported by the top of the walls. Each wall can be permanently secured to an adjacent wall at two comers of the railcar, and is permanently secured to base 12. The illustrated permanently secured walls are secured to the base by welding or in a comparably permanent fashion, and are designed and intended to remain secured to the base of the railcar for a period of a useful lifetime of the railcar, and are not adapted to be removable and replaceable for any purpose (other than potentially for maintenance), such as for allowing cargo to be loaded onto or removed from the railcar.

[0118] In certain examples, a railcar 10 can optionally include vertical separators 52 to separate interior 40 into two or three or more separate segments or compartments, typically along the length of railcar 10. For example, figures 1A and 2A show vertical separators 52 separating interior 40 into a front segment 40a, a middle segment 40b, and a back segment 40c. Separators 52 may be permanent, removable, or may be moveable to different length-wise positions along the length of railcar 10. Each vertical separator 52 can be considered a “front wall” or a back wall that, with the sidewalls, define an “interior” (40, 40a, 40b, or 40c) of the vessel.

[0119] Figures IB and 1C show an example of a single-piece removable roof 70 that can be lifted and lowered relative to a top of railcar 10 to allow access to railcar interior 40 through a top opening 50. Roof 70 is detachable completely from engagement with a top portion of walls 30, 32, 34, and 36 of railcar 10.

[0120] In another example, shown at figure ID, a removable roof 70 includes three roof segments 70a, 70b, and 70c. Each roof segment can slide along a length of railcar 10, along sides 34 and 36, to open a segment (40a, 40b, or 40c, respectively) of railcar interior 40, for loading and un-loading of removable carriers 10 through a top opening.

[0121] In another example, shown at figures 2A, 2B, and 2C, a removable roof 70 is rotatably attached along a length of an upper side wall of vessel 10, and opens along a hinge without detaching from vessel 10. Figure 2B shows a roof 70 of vessel 10 that may optionally include multiple lengthwise segments corresponding to interiors 40a, 40b, and 40c. Roof 70 or segments thereof are removable from the top of vessel 10 by swinging (rotating) about the hinge that connects roof 70 to side 36 of vessel 10. The hinged atachment of roof 70 to wall 36 allows roof 70 to pivot about the length of side 36 to an opened position that exposes top opening 50 and interior 40 of vessel 10. [0122] Referring to figures 1A, IB, ID, and 2A, each compartment or segment (e.g., 40a, 40b, 40c) of a top-loading railcar can be sized to approximate and be slightly larger than a width, a length, and a height of a one or more removable cargo carriers. Each dimension (length, width, height) of the cargo carrier can be slightly less than a corresponding dimension of the railcar interior or a segment of the interior. A small space is allowed between each of four sides of a cargo carrier and each wall of the railcar interior or a separator. In example systems, a removable carrier may have one, two, or three of: a width that is less than 100 percent of a width of a railcar interior, but that is at least 80, 85, 90, or 95 percent of the width of the railcar interior; a length that is less than 100 percent of a length of a railcar interior or a segment of an interior but that is at least 80, 85, 90, or 95 percent of the length of the railcar interior or segment; and a height that is less than 100 percent of a height of a railcar interior, but that is at least 80, 85, 90, or 95 percent of the height of the railcar interior.

[0123] As an optional feature of a railcar or system of the present description, which may be used with a railcar as described, or as a feature of any other type of railcar (e.g., not designed with at top opening or adapted to contain a removable carrier), a railcar that includes a structure of any design having railway wheels and axels may contain a generator that is connected to a wheel or axel. The generator generates electricity from the moving wheel or axel of the railcar as the railcar travels along a rail, propelled by a locomotive. The generator may be used to generate electrical power that is used by a computer processor, navigation electronics, wireless or cellular communication devices, heating or air conditioning of an interior or a cargo carrier, or a combination of these.

[0124] An example is shown at figure 1C. The illustrated railcar 10, of any design, not necessarily having a top opening or removable roof but that includes railcar wheels supported by a bogie, includes generator 106 that is connected to the axel of one of the wheels. The generator uses motion of the wheels or axel that is transferred mechanically to the generator to generate electricity, which can be stored in a batery (not specifically shown) or used directly to power computer processors, communications systems, heating or refrigeration devices and controls, or other electronics that are also contained in railcar 10. The electronics may include a one or a collection of computer processors 108. The electricity can also power a global positioning receiver or cellular or satellite communication device 112 to detect a location of the railcar and to transmit an electromagnetic signal, e.g., to a cell phone tower or wireless server (e.g., located on a nearby railcar), to transfer data generated by the computer processor 108 between the railcar and a receiving wireless or cellular communication device, which communicates with one or more remote wireless or cellular communication devices, computer processors, etc.

[0125] The method may be useful to generate electricity using the generator to power the computer processor to generate data using programmed software, and to transmit the data remotely to a separate computer. The computer processor 108 may be programmed to perform any function, for example to perform “bitcoin mining,” to perform mining or managing of other cryptocurrencies or non-fungible token (NFT) different from the bitcoin token, for processing and recording blockchain transactions, for processing artificial intelligence (A.I.), or for any other computing task. E.g., the computer may be used to perform “bitcoin mining,” which is understood to refer to the process of creating new bitcoin by solving puzzles, by using a computing system (computer processor 108) equipped with specialized chips competing to solve mathematical puzzles; the mining process also confirms transactions on the cryptocurrency’s network and makes the transactions trustworthy. Advantageously, the power supplied to the generator to perform these cryptocurrency functions, operation, and puzzle solving (“mining”) applies only a negligible load onto the railcar axel and locomotive that is moving the railcar, and the power used to run the computer processor, e.g., for bitcoin mining, is negligible compared to the total power used to move a train that carries many railcars.

[0126] Certain preferred methods and systems of the present description include the use of a removable cargo carrier as described to contain cargo and to load the cargo into a top-loading cargo transport vessel, such as a railcar. In use, cargo, e.g., based on pallets or otherwise, can be loaded onto a cargo carrier at a location that is external to a railcar or other vessel, i.e., the cargo carrier is “pre-loaded” with cargo while the cargo carrier is located outside of the top-loading vessel. Each pre- loaded cargo carrier can be subsequently loaded into a railcar interior 40 (or an interior of a different type of vessel) or a segment 40a, 40b, or 40c, through top opening 50, with optional roof 70 in an opened position.

[0127] An example of a useful removable cargo carrier 100 is illustrated at figures 3 A (sideperspective view), 3B (front-end view), and 3C (top view). Cargo carrier 100 includes a frame as a support structure, which includes vertical frame supports 110, horizontal top supports 122, and a horizontal bottom support surface. Vertical supports 110 engage shelves 120 at edges of the shelves and about a comer or edge perimeter of each shelf 120. Vertical supports 110 may be located at any location relative to shelves 120 to provide vertical support to shelves 120, for example at the four comers of shelves 120. Shelves 120 are supported by the frame that includes frame supports 110 and may be secured to supports 110 in a permanent fashion or in a manner that allows each shelf 110 to be moved vertically and selectively seemed at different positions along the height of supports 110 for supporting cargo of different heights. According to alternate embodiments of carrier 100, shelves 120 can slide laterally through an opening between vertical supports 110 at either end of carrier 100 to be loaded onto or removed from the frame.

[0128] As shown at figures 3D and 3E, a frame of a removable carrier may alternately be made of multiple separate pieces (“stackable carrier pieces”) that support one or more shelves or bottom support. Multi-piece, stackable removable carrier 100 includes multiple separate vertical pieces, each piece having one or more horizontal shelves 120 supported by vertical frame supports 110. Cargo (not shown) can be loaded onto the shelves of each of the multiple pieces at a location separate from a top-loading vessel. Once the stackable container pieces have been loaded to contain cargo, the stackable pieces can be loaded, either individually or together, into an interior space of a top-loading vessel. As shown at figure 3E, a bottom piece of carrier 100 can be loaded to contain cargo, moved, and then loaded into a cargo transport vessel; an upper piece of carrier 100 can be separately located to contain cargo, and moved, then loaded into the same cargo transport vessel to sit on top of the bottom piece, engaging the bottom piece at frames 110.

[0129] As shown at figure 3F, a bin carrier 100 may be constructed using vertical frame supports 110, a bottom horizontal support 120 at the bottom of the frame, and no horizontal shelves supported by the frame between the top and bottom of the vertical frame. An example of this type of “bin” includes an interior defined by four vertical sides, a top opening (with an optional removable roof or cover) that allows cargo (e.g., an aggregate material such as rocks, sand, ore, or the like) to be loaded into the carrier bin through the top opening, and a bottom (bottom horizontal support) that supports the cargo contents of the carrier and that may be opened to unload the contents from the carrier through a bottom opening.

[0130] In use, a cargo carrier 100 of any design, see figures 3A through 3F, that is pre-loaded to contain cargo, can be loaded into an interior of a cargo transport vessel (illustrated as railcar 10) through top opening 50, while roof 70 is in an opened position. Figure 3C (top view) shows cargo carrier 100 loaded in and contained in interior space 40 of railcar 10 (only the outer perimeter is shown at figure 3C) having front wall 30, back wall 32 (alternately separator 52), sidewall 34, and sidewall 36.

[0131] Example removable carrier 100 can be considered to have four “sides,” each of which has a height and a width or length, that align with a height and a width or length of the railcar. The four sides include a front side 130, a rear (back) side 132, and two opposed length sides 134 and 136. The front side 130 faces a front wall 30 or a separator 52 of the cargo transport vessel when contained in the vessel. The rear (back) side 132 faces a rear (back) wall 32 or a separator 52 of the vessel when contained in the vessel. And the two length sides 134 and 136 each face a sidewall 34 or 36, respectively, of the vessel when contained in the vessel.

[0132] As shown in figure 3C, sidewalls 34 and 36 may be straight along the length of a transport vessel (e.g., railcar) 10, or may be non-linear, e.g., curved (as indicated by the dashed lines). More generally, a vessel 10 in the form of a railcar may have a uniform or a variable width measured between sidewalls 34 and 36, with the railcar having a maximum width at both the front end and back end of the railcar (at front and back walls 30 and 32), with a reduced or minimum width at a middle region of the length of the railcar. In other words, the middle portion of the railcar along the length can be more narrow (have a reduced width) compared to a front end and a back end. Many older railyards and railways were built for smaller railcars than those used today. A reduced width dimension at a middle portion of the length of the railcar would reduced the amount of lateral space needed for the railcar during when the railcar passes through a turn. A reduced width at the middle portion of the railcar that is even in a range of a few inches would increase negotiability of a railcar in a turn. Example railcars may have a width at a middle portion of the railcar along the length that is from 1 to 12 inches less than the width at a front end and a back end of the railcar.

[0133] The system of a top-loading cargo transport vessel used in combination with one or more removable cargo carriers is useful for efficiently loading a removable carrier that is pre-loaded with pieces of cargo into an interior space or spaces of a cargo transport vessel through a top opening of the vessel, transporting cargo that is loaded onto a cargo carrier or cargo carriers in the vessel, then efficiently unloading the removable cargo carriers from the vessel at a destination. The use of toploading cargo vessels with removable cargo carriers allows for highly -efficient, high-density packing of the interior space of the vessels, as well as efficient and rapid loading and unloading operations of the top-loading vessels and, with vessels in the form of railcars, efficient and rapid loading and unloading of a train that contains the top-loading railcars.

[0134] In addition, the removable cargo carriers function to secure cargo during shipment, minimizing load damage, and provide means for stacking cargo efficiently without damage. In an exemplary embodiment, a cargo carrier is configured to efficiently support multiple pallets having dimensions of 40"x48"x54" or smaller; pallets of other dimensions may also be carried by a removable cargo carrier, as well as cargo that is not based on a pallet. The pallets may preferably be stacked on multiple shelves of the removable cargo carrier with one layer of pallets per shelf, and with shelves that are located at heights of the cargo carrier to accommodate pallets having cargo of different height ranges on different shelves. A removable cargo carrier may be configured to address specific needs of a user (e.g., a cargo shipper or cargo owner) and to fit a specific type of cargo transport vessel (e.g., railcar, intermodal container, etc.) selected for shipment, or to be otherwise transportable by a truck or airplane.

[0135] One example of a removable carrier may be sized for use in a top-loading railcar. A version of a standard boxcar can have an interior length in a range from 50 to 90 feet, e.g., from 80 to 90 feet, an interior width in a range from 8 to 11 feet (e.g., from 9 to 10 feet), and an interior height in a range from 15 to 25 feet. Example removable cargo carriers can be dimensioned to fit three removable cargo carriers into a top-loading railcar as described, having a nominal length of a standard boxcar, e.g., length of 86 feet (e.g., an exterior length in a range from 80 to 90 feet), with the top-loading railcar optionally containing dividers to separate the total length of the interior into three length-wise interior segments. An example removable cargo carrier may have a length of approximately 15, 20, or 28 feet (e.g., from 10 to 30 or from 27 to 29 feet), a height of approximately 16 feet, e.g., 16 feet 6 inches (e.g., from 15 to 18 or from 16 to 17 feet), and a width of approximately 9 feet, e.g., 9 feet 2 inches (e.g., from 8 to 10 feet or from 8.5 to 9.5 feet). (As used herein, the term “approximately” allows for a dimension that is within 10 percent of the specified value.) See figure 4. For railcars of other nominal sizes, e.g., nominal sizes of 50 foot, 60 foot, 50 foot high cube, or 60 foot high cube, the length of the removable cargo carriers can be adjusted to allow one or two or three removable cargo carriers to fit within a total length of a segmented or un-segmented railcar.

[0136] Another example of a removable carrier may be sized for use in a top-loading intermodal container. Standard intermodal containers have a door opening that is 7 feet 8 inches wide and interior dimensions of: a width of 7 feet 8 inches, a height of 7 feet 10 inches or 8 feet 10 inches (for a “cube” container); and a length of 9 feet 3 inches (a 10-foot container), 19 feet 3 inches (a 20-foot container or 20-foot high cube), or 39 feet 5 inches (a 40-foot container or 40-foot high cube). An example removable cargo carrier for use in an intermodal container may have a length that is from 1 to 5 feet less than the length of the container, a height that is from 1 to 5 feet less than the height of the container, and a width that is from 1 to 5 feet less than the width of the container.

[0137] For use with any example of a top-loading railcar or intermodal carrier, a removable carrier may be a single-piece carrier, a multi-piece, stackable carrier, or a bin carrier, as illustrated at any of figures 3A through 3F.

[0138] Figure 4A illustrates an example of a top-loading cargo vessel that is useful with removable cargo carriers as described, including all example cargo carriers as illustrated and described. The illustrated example shows a cargo carrier with shelves adapted to support palletized cargo, but the carrier may be any carrier as described, e.g., adapted to support other types of cargo described elsewhere herein. The illustrated example carriers include an attached roof. The attached roof may include a roof perimeter that is sized to engage tops of walls that define an interior of the vessel while the carrier is located at the interior; additionally or alternately the attached roof may be attached to the carrier by an adjusting device that allows or causes (controls) movement of the roof vertically relative to the cargo carrier during a step of loading the carrier into the vessel; and additionally or alternately the attached roof may include one or more connectors that are capable of being used to lift the cargo carrier, e.g., to load the carrier into a vessel interior and to remove the carrier from a vessel interior while the carrier is loaded with cargo.

[0139] Figure 4A illustrates a top-loading cargo vessel such as a railcar 10 that includes a deck and multiple interiors 40a, 40b, and 40c. Each interior is defined by a front wall that extends vertically from the deck and laterally along the width of the vessel, a back wall that extends vertically from the deck and laterally along the width of the vessel, and two sidewalls that extend vertically from the deck and along the length of the vessel. Vertical walls 30, 32, and 52 function as a front wall or a backwall of each interior 40a, 40b, and 40c. Each interior 40a, 40b, and 40c has a top opening 50 defined by the tops of walls 30, 32, and 52.

[0140] As illustrated, removable cargo carriers 100 include vertical frame supports 110, multiple horizontal supports 120, and a roof 70 attached to the carrier 100. As also illustrated, each carrier 100 includes connectors 114 to which a lifting device (not shown) may be attached to lift carrier 100 and to load carrier 100 into a vessel interior or to unload carrier 100 from a vessel interior. In use, each carrier 100 can be separately loaded into an interior 40a, 40b, or 40c, and removed from the interior by lowering the carrier vertically into the interior, and by lifting the carrier vertically out of the interior.

[0141] With the removable cargo carrier 100 located within an interior, the roof contacts the top of the walls of the vessel, e.g., a top of a front wall, a top of a back wall, and tops of two sidewalls of the interior. Further, example roofs 70 include a first side along the length, a second side along the length, a front end along the width, and a back end along the width, and when the removable cargo 100 is within the interior, the first side engages a top of a sidewall, the second side engages a top of a sidewall, the front end engages a top of the front wall, and the back end engages a top of the back wall.

[0142] A cargo carrier has a length and a width, and a roof that is attached to a cargo carrier also has a length and a width. According to example carriers, such as that of figure 4A, the length of each roof 70 can be greater than the length of each cargo carrier 100 (e.g., as measured by the length of a horizontal support 120), and the width of each roof 70 can be greater than the width of each cargo carrier 100 (e.g., as measured by the length of a horizontal support 120).

[0143] A length and a width of a roof may be less than, greater than, or approximately equal to the length and dimensions of a top opening. For example, according to the examples of figures 5A through 5D and 6A through 6D, the length and the width of each roof 70 are at least equal to the length and width of top opening 50, and may be optionally greater than or approximately equal to the length and width of top opening 50. Alternately, according to the example of figure 4B, the length and the width of roof 70 are less than the length and width of top opening 50. (The examples illustrated at figures 5A through 5D and 6A through 6D show a cargo carrier with shelves adapted to support palletized cargo, but the carrier may be any carrier as described, e.g., adapted to support other types of cargo described elsewhere herein.)

[0144] The roof engages the tops of the walls and can form a useful closure between the interior (40a, 40b, or 40c) and the vessel exterior. Optionally, a closure may create a weather tight (including water-tight) seal to prevent weather such as rain or snow from entering the interior. A barrier such as a flexible gasket or other type of seal may be placed between the tops of the walls and the roof. Also optionally, a closure may be secured by a locking mechanism to prevent entry into the interior.

[0145] The “tops” of the walls of the vessel may include a closing surface (a “top-closing” surface) that is adapted to engage a closing surface of the roof (a “roof-closing” surface) to produce a desired closed engagement between surfaces of the roof and surfaces of the wall tops. In certain embodiments, the tops of the walls may include a surface that engages and that is optionally of a complementary shape to an opposed surface at a perimeter or edge of the roof, to provide a sealing engagement between the roof and the wall top at the perimeter of the roof. A seal between a roof and a top wall may be formed by any engagement between a surface of the roof and a surface of the top wall. [0146] According to non-limiting examples, a top-closing surface may be at an uppermost surface of the wall, which directly contacts the roof, e.g., as shown at figures 5A through 5D and figures 6A through 6D.

[0147] In other examples, a top-closing surface may be located lateral to the uppermost surface of the wall (still considered to be part of the wall top), at a location within the interior of the vessel, e.g., as shown at figure 4B, or alternately at an exterior location. Other arrangements for contacting a surface of a roof with a surface of wall of the vessel to form an enclosed interior with the carrier located at the interior, will also be useful.

[0148] Figure 4B shows a non-limiting example of a type of closure that may be used between roof 70 and vessel 100 of figure 4 A. As shown at figure 4B, a cross-section of a top of a sidewall 34 includes a top-closing surface 38 that extends laterally from an uppermost surface 42 of wall 34, to be located within interior 40 to meet a roof-closing surface 72 of roof 70. The top-closing surface 38 extends between an inner component 34a of sidewall 34 and an outer component 34b of sidewall 34. Top-closing surface 38 is complementary to roof-closing surface 72, and the two opposed surfaces form an engagement or “closure” when brought into contact, with optional weather seal 44 between the two surfaces.

[0149] Carrier 100 includes roof 70 attached to vertical support 110 and is moveable in a vertical direction. Roof 70 is attached to vertical support 110 through adjusting device 116 (see details of examples, below), which lengthens against a downward-biasing force to allow roof 70 to move in an upward direction relative to vertical support 110 when carrier 100 is lowered into interior 40. Roofclosing surface 72 at a bottom surface of the perimeter or edge of roof 70 is a “v-shaped” surface that is complementary to a v-shaped top-closing surface 38 at a top of sidewall 34. When carrier 100 is lowered into interior 40, roof-closing surface 72 engages complementary top-closing surface 38 at the top of sidewall 34 to form a sealing engagement between the two surfaces.

[0150] In certain examples of removable cargo carriers, such as a carrier illustrated at figures 4A and 4B, a carrier includes: the vertical frame supports, the horizontal supports that are supported by the vertical frame supports, the roof that is optionally movable vertically relative to the vertical supports and is adapted to cover a top opening when a removable cargo carrier is within an interior space of the vessel, and one or more “couplers” that are useful to lift the carrier.

[0151] A coupler is incorporated into the carrier and is connected to the carrier in a manner that allows the coupler to be engaged by a lifting device to allow the lifting device to lift the carrier vertically. The coupler includes a lifting surface that can be engaged by a lifting surface of the lifting device, and the lifting device is able to lift the carrier vertically, either while the carrier is empty or while the carrier contains cargo, e.g., to load the carrier into an interior of a top-loading vessel or to remove the carrier from an interior of a top-loading vessel. [0152] A “coupler” (alternately a “connector,” a “lifting attachment,” etc.) can be any structure that is known and available and useful as a component of heavy-duty load lifting equipment, cargo lifting equipment, and the like.

[0153] Generally, a coupler can be used in combination with a lifting attachment that is attached to a lifting device. The lifting attachment is attached to the coupler, with the lifting attachment being also attached to the lifting device, and the lifting device is used to lift the carrier. The cargo carrier can have one or more couplers that together have sufficient strength and load-lifting capacity to allow the carrier and cargo on the carrier to be lifted.

[0154] The lifting device can be any device that has a lifting capacity and range of movement to move a cargo carrier, loaded with cargo, vertically into or out of an interior of a top-loading vessel. Examples include hoists, cranes, gantry cranes, lifting forks, container movers, Reach-Stackers, and the like.

[0155] The lifting attachment of the lifting device may be any useful device to engage the coupler of the cargo carrier to allow lifting of the cargo carrier by the lifting device. A lifting attachment may be referred to generally an “attachment accessory,” an “end effector,” etc. The lifting attachment attaches to a lifting device (e.g., by a hook) and attaches to the one or more couplers of the carrier to connect the carrier to the lifting device. Examples include slings, spreader beams, lifting beams, lifting eyelets, clamps, shackles, C hooks, gripping lifters, lifting forks, and crane scales etc. Examples of useful or preferred lifting attachments can include multiple lifting points or lifting surfaces that engage multiple couplers of a cargo carrier, and that also apply a significantly vertical force to the cargo carrier as compared to a horizontal force. These include lifting beams and spreader bars (spreader beams) that attach to multiple couplers of the cargo carrier.

[0156] Examples of spreaders that may be adapted to carriers and methods as described include container lift spreaders such as those sold under the trade name TANDEMLOC. These systems may be adapted to engage multiple couplers at comers or edges of a removable cargo carrier, e.g., using a spreader bar that has multiple lifting points that engage a coupler at a surface that is attached to or part of a vertical support. [0157] According to certain examples of cargo carriers, the carrier includes vertical frame supports, horizontal supports supported by the vertical frame supports, a roof as described, and one or more couplers. Examples of useful couplers may be accessed and engaged by a lifting device from a location generally above the carrier, with the lifting attachment being adapted to access and engage the coupler while the removable cargo carrier is within a vessel interior and the roof is covering the top opening of the vessel.

[0158] A useful coupler and a lifting surface of the coupler may be accessible from a location above the carrier. In certain example carriers, a coupler may be located below a height of a roof of a carrier when the removable cargo carrier is within the interior and the roof is covering the top opening. For example, the coupler may be located below the roof and attached to or connected to a vertical support of the carrier at a location below the roof. The roof may contain an opening above the coupler that allows access through the opening to the coupler below the roof. Alternately, a coupler and a lifting surface of a coupler may be located above a height of the roof when the removable cargo carrier is within the interior and the roof is covering the top opening.

[0159] In certain useful examples a cargo carrier includes multiple couplers located along a length of the carrier on one side of the carrier, either at or near an edge or outer perimeter of the cargo carrier, and multiple couplers located along a length of the carrier on a second (opposite) side of the carrier either at or near an edge or outer perimeter of the cargo carrier. Also according to these examples, the multiple couplers can be spaced evenly along the length and spaced evenly along the width, and be adapted to engage multiple lifting surfaces of a lifting attachment such as a spreader bar. See, e.g., carriers 100 of figure 4 A, each having four couplers 114 arranged in a rectangular pattern relative to the surface of roof 70.

[0160] According to another useful example of a carrier that includes an attached roof, e.g., as shown at figure 4A, the roof may be attached to the carrier in a manner that allows the roof to move vertically relative to the carrier, e.g., relative to the vertical frame supports. An attached roof that is moveable vertically can be useful when loading a removable cargo carrier into an interior of a vessel, to allow a suitable position of the carrier roof relative to the vertical supports and relative to the walls of the vessel, with the carrier contained at the vessel interior. In particular, to ensure a proper vertical height of the roof relative to the tops of the walls of the vessel at the top opening, the roof perimeter should engage the tops of the walls while the bottom of the carrier is supported at the interior. The amount of pressure between the roof and the walls should be sufficient to close and seal the top opening without damaging the roof or the carrier.

[0161] Because of the significant height dimensions and potential for variability of dimensions of carriers and individual cargo vessels, carriers with attached roofs that are designed for vessels of a certain interior height may nonetheless require an amount of movement or adjustment of the height of the roof relative to the height of the carrier, when the carrier is located at the vessel interior. An amount of movement may allow for variability in dimensions of the carrier and individual vessels. Moving the roof relative to the carrier and the vessel top walls can also function to control the amount of pressure between engaged surfaces of the roof and the vessel top walls. Movement of a roof as described can allow for the cargo carrier to accommodate variability in heights of the vessel and carrier, and to more generally ensure proper engagement and a desired level of pressure of the roof with the tops of the vessel walls when the carrier is loaded at the vessel interior.

[0162] A carrier may have any of a variety of forms of movable roofs, attachments of the roof to the carrier, and adjusting devices that control or allow movement of the roof relative to the vertical supports of the carrier. Generally, a carrier can have a roof that is capable of a range of vertical height positions relative to the vertical supports, and may optionally move only linearly in a vertical direction, optionally with no significant component of the movement of the roof being in a horizontal direction relative to the vertical supports. A first height position may be a position of the roof relative to the vertical supports, when the carrier is separate from a vessel, in an un-loaded position outside of the vessel interior, which may be referred to as a “non-loaded” (or “un-loaded”) position of the roof. A roof may be capable of a range of height positions that includes a second height position relative to the vertical frame supports, e.g., a “loaded” position, that occurs when the carrier is in a loaded position, within an interior of a vessel, with the roof engaging the tops of walls of the vessel and the balance of the carrier (e.g., vertical supports) being supported within the interior, e.g., by the deck of the vessel interior, or by another piece of a multipiece stackable carrier (see figures 3D and 3E).

[0163] According to one example of a moveable roof, the first height position or the “non-loaded” position is below the second height position or the “loaded” position. The roof is connected to the carrier, e.g., at a vertical support, by an adjusting mechanism that holds the roof in the non-loaded position, but that allows the roof to be moved upward relative to vertical supports to the loaded position either by pressure being applied to the roof in an upward direction, or by an adjusting device. The adjusting device may be a biasing mechanism that includes one or more of a spring, a lever, or a gear and that allows the roof to move vertically upward relative to vertical supports by pressure applied to the roof in an upward direction. The adjusting mechanism may alternately be a device that can be controlled to move the roof vertically upward relative to the vertical supports, e.g., to ensure a desired location of the roof relative to the tops of the walls, or as pressure is applied to the roof in an upward direction by the walls, and with a height control that may be electrical (e.g., a motor), hydraulic, or pneumatic.

[0164] With these movable roofs, the roof is held (e.g., biased) at a first position relative to the vertical supports when the carrier is located outside of a vessel interior. The vessel is loaded into the interior by lowering the vessel vertically, which causes the carrier to be dropped into the interior and the roof to contact the tops of the vessel walls, while the balance of the carrier (vertical supports) is not supported by a structure at the vessel interior, the balance of the carrier is in a vertical location above the deck of the vessel, with the carrier being un-supported by the deck of the vessel. The carrier is moved still lower with the roof engaging the vessel walls until the carrier contacts a support at the vessel interior, e.g., the deck of the interior. During this final amount of downward movement of the carrier, to be supported within the interior, the roof is moved upward vertically relative to the vertical supports to the loaded position. See figures 5C and 5D.

[0165] According to a different example of a moveable roof, the first height position or the “non-loaded” position is above the second height position or the “loaded” position. The roof is connected to the carrier, e.g., at a vertical support, by an adjusting mechanism that holds the roof in the non-loaded position relative to the vertical supports, but that allows the roof to be moved downward relative to the vertical supports to the loaded position by an adjusting device that controls the height of the roof relative to the vertical supports and the top walls of the vessel. The adjusting device may be a device that can be controlled to move the roof vertically downward, and may be electrical (e.g., a motor), hydraulic, or pneumatic.

[0166] With these movable roofs, the roof is held at a first position when the carrier is located outside of a vessel interior. The vessel is loaded into the interior by lowering the vessel vertically, which causes the carrier to be lowered into the interior to a level at which the carrier is supported within the vessel interior (e.g., by the deck of the vessel), while roof remains at a height location above the tops of the vessel walls. Then, with the carrier supported within the vessel interior (e.g., by the deck) the roof is moved downward vertically to the loaded position. See figures 6A, 6B, and 6C.

[0167] Referring to figures 5 A, 5B, 5C, and 5D, an example carrier 100 and vessel (e.g., railcar) 10 are illustrated during a step of loading the carrier into the vessel interior 40. Carrier 100 includes vertical supports 110, horizontal supports 120, couplers 114, roof 70, and adjusting device 116. Adjusting device 116 is attached to vertical support 110 and is attached to roof 70 and can be moved, extended, retracted, lengthened, or shortened, etc., to cause or allow roof 70 to move vertically between a non-loaded height position relative to vertical support 110 and a loaded height position relative to vertical support 110. [0168] At position I, carrier (with cargo, not shown) is held using multiple couplers 114 by a lifting device (not shown) above interior 40 of vessel 10. Carrier 100 remains above and not supported by deck 118 of vessel 10, and roof 70 is not engaged with tops of sidewalls 34, 36 of vessel 10. Roof 70 is at a “non-loaded” height position relative to vertical supports 110 of carrier 100. At position II surfaces at the perimeter of roof 70 engage tops of sidewalls 34, 36 while the balance of carrier 100 remains above and not supported by deck 118. At position III, surfaces at the perimeter of roof 70 engage tops of sidewalls 34, 36, while vertical supports 110 of carrier 100 are lowered to a position at which carrier 100 is supported by deck 118. Between positions II and II, adjusting device 116 moves roof 70, or allows roof 70 to move vertically upward relative to vertical supports 110, as vertical supports 110 move vertically downward, with roof 70 moving from the non-loaded height position shown at position I to a loaded height position shown at position III.

[0169] Figures 5B, 5C, and 5D show loading sequence I, II, and II, in more detail. At figure 5B, carrier is at position I, held with a lower portion of carrier 100 contained at interior 40 of vessel 10. The perimeter of roof 70 is located above tops of walls 34, 36, and carrier 100 is above the deck (not shown) of interior 40, not supported by the deck. At position II, shown at figure 5C, surfaces at the perimeter of roof 70 engage tops of sidewalls 34, 36 while the balance of carrier 100 (including vertical supports 110) remains above and not supported by deck 118. At position III, the surfaces at the perimeter of roof 70 engage tops of sidewalls 34, 36, until the balance of carrier 100 is lowered to a position at which carrier 100 is supported by deck 118. Figures 5 A through 5D show a carrier with a frame having a single piece, which may be loaded in a single step. In alternate versions, a carrier may include two or more stackable carrier pieces. One or more lower carrier pieces do not include a roof and can be loaded first. A top carrier piece can include an attached movable roof, and can be supported by a lower carrier piece when loaded.

[0170] Referring to figures 6A, 6B, and 6C, an example carrier 100 and vessel (e.g., railcar) 10 are illustrated during a step of loading the carrier into the vessel interior 40. Carrier 100 includes vertical supports 110, horizontal supports 120, couplers 114, roof 70, and adjusting device 116. Adjusting device 116 is attached to vertical support 110 and is attached to roof 70 and can be controlled to be moved, extended, retracted, lengthened, or shortened, etc., to cause roof 70 to move vertically between a nonloaded height position relative to vertical support 110 and a loaded height position relative to vertical support 110.

[0171] At position I, carrier 100 (with cargo, not shown) is held using multiple couplers 114 by a lifting device (not shown) above interior 40 of vessel 10. Carrier 100 remains above and not supported by deck 118 of vessel 10, and roof 70 is not engaged with tops of sidewalls 34, 36 of vessel 10. Roof 70 is at a “non-loaded” height position relative to vertical supports 110 of carrier 100. At position II, carrier 100 has been lowered to a position to be supported from below within interior 40. At position III, surfaces at the perimeter of roof 70 are lowered to engage tops of sidewalls 34, 36.

[0172] Figures 6B and 6C show loading sequence I, II, and II, in more detail. At figure 6B, carrier is at position II, with carrier 100 contained at interior 40 of vessel 10. Carrier 100 is supported by deck 118 (not shown), and surfaces at the perimeter of roof 70 are located above tops of walls 34, 36. At position III, shown at figure 6C, surfaces at the perimeter of roof 70 are lowered by adjusting device 116 to contact and engage tops of sidewalls 34.

[0173] According to example uses of the removable cargo carriers with railcars, a cargo carrier may be designed to efficiently support and transport cargo that otherwise requires the use of a specialty railcar designed for the specific cargo, i.e., a “specialized railcar,” while avoiding some of the inefficiencies that are inherently associated with the use of many types of specialized railcars.

[0174] A variety of different types of specialized railcars are used to transport particular types or classes of cargo. Each specialized railcar type is constructed to include permanent structures that support and carry a particular type or limited class of cargo (sometimes referred to as “specialized” or “specialty” cargos. Specialized railcars may be capable of transporting the type or class of cargo designed for that railcar but are not generally useful or adaptable for transporting other types or classes of cargo.

[0175] One type of specialized railcar is an auto carrier, which is permanently constructed to support, load, un-load, and transport multiple completed automobiles. An auto carrier may be adapted to receive two or three vertical levels of automobiles held on horizontal or angled supports. Often the automobiles are loaded and unloaded from an end of the railcar by driving the automobile using a ramp.

[0176] Another specialized railcar is a “centerbeam” railcar or “centerbeam flat car,” which has a flat deck and a vertical central support (“centerbeam” or “I-beam”) that extends along the central length of the car. These cars are used to transport materials that can be supported, e.g., in a stacked configuration on the deck, and stabilized using the vertical center beam. Examples of cargo types include stackable crates, building materials such as stacked and bundled lumber, stacked and bundled plywood, and other building materials.

[0177] Other examples of specialized railcars include tank cars that carry fluids such as petroleum-based products; oil (petroleum-based, plant-based); water; organic and inorganic chemicals such as acids, bases, solvents, chemical raw materials; liquid hydrogen; liquid propane or other pressurized gases; among others. Yet other examples are gondolas, flatcars, wellcars, and hopper cars (covered and uncovered), which may individually be adapted with permanent structures to carry aggregate material such as sand and gravel, scrap metal, steel plates and coils, construction debris, and miscellaneous non-packaged materials (flowable granular products such as grain, sugar, sand, flour, salt, pellets (e.g., polymeric), iron ore, fly ash, minerals, cement).

[0178] Specialized railcars work well for transporting many different types of specialty cargo. Still, their use is not without inefficiencies. Examples of inefficiencies are caused by: complicated and timeconsuming systems required for loading and unloading cargo from specialized railcars, which require separating the specialized railcar from a consist; certain types of cargo being directly contained in and supported by permanent structure of the railcar such as in a tank or supported on a permanent rack of an auto carrier and not being capable of being efficiently unloaded from the permanent structure of the railcar while the railcar remains within a consist, i.e., may be unloaded only upon removing the specialized railcar from the consist; and the need for large inventories of specialized railcar units that spend un-used (non-transport) time functioning as cargo storage units between productive use transporting cargo, or that require movement without cargo (unladen) between uses, i.e., movement without cargo from an unloading location to a different and typically distant loading location to be loaded with replacement cargo for subsequent transport of the replacement cargo.

[0179] As used herein, a location at which a removable cargo carrier is loaded onto a rolling component may be referred to as a “loading location,” or sometimes an “origin,” as in an origin of cargo. A location at which a removable cargo carrier is unloaded from a rolling component may be referred to as an “unload location” and cargo that is removed from the rolling component at the unload location along with a cargo carrier is referred to as “unloaded” or “delivered.” Cargo that is loaded onto a rolling component after a different cargo has been removed from the rolling component may be referred to as “replacement cargo.” [0180] As an example of inefficiency, upon arrival of a laden specialty railcar at a destination of the transported cargo (an “unloading location” or “unload location”) the cargo must be unloaded. Certain types of cargo carried by a specialty railcar are supported or contained by permanent structure of the specialty railcar, e.g., as with liquid or gas in a tank car, an auto on an auto carrier, certain stacked cargos on a centerbeam car, particulate or granular cargo in a hopper car, etc. To unload the cargo, the specialty car is decoupled from its consist and moved to an unloading location away from a main rail line. Often, unloading the cargo requires a complicated process that involves separating the specialized railcar from its consist and shuffling the specialized railcar into an industry spur away from a main line. Movement between the train consist and the location for unloading the cargo typically requires multiple coupling and decoupling steps and must be scheduled and performed with coordinated loading and unloading of many other specialized railcars in the same railyard. The unloading processes of many specialty cars, as well as a subsequent loading process, require time (delay between uses), cost, and significant logistics.

[0181] The need for complicated loading and unloading procedures of many specialized railcars is caused in part by the nature of the specialized railcars. Specifically, the structure that supports the cargo (“cargo support structure”) is permanently incorporated into the rolling structure of the specialized railcar. The cargo support structure and supported cargo cannot be separated from the rolling structure. The steps of loading and unloading cargo from many types of specialized railcars cannot be performed on a main track while the specialized railcars are included in a consist (a group of connected rolling stocks, optionally with a locomotive).

[0182] A system as described can reduce inefficiencies of current processes of loading and unloading specialized railcars by replacing the specialized railcars, having cargo support structure incorporated into the rolling structure, with a railcar system that includes a rolling component of the railcar and a removable cargo component in the form of removable cargo carriers. Systems as described use removable cargo carriers that are adapted to contain cargo in a removable “cargo component” that can be separated from a rolling component of a railcar, optionally and preferably without removing the rolling component from a consist. Example systems use a combination of interchangeable, removable cargo carriers that are transported by a non-specialized railcar or “rolling component” that is capable of transporting any of various versions of interchangeable removable cargo carriers that can contain different types of cargo. Using a cargo-carrying component (“cargo component”) of a railcar that is removable (separable) from a rolling component of the railcar allows for greater flexibility in loading and unloading cargo carried by a railcar, including an improved ability to unload cargo from a consist without uncoupling various types of specialized railcars from the consist.

[0183] As used herein, a “rolling component” of a railcar refers to assembled components of a railcar that include a deck that is supported by wheels beneath the deck and at least a minimum of appurtenant operational components such as brakes and suspension. The wheels may be in the form of a wheel assembly that includes one or multiple axels, a carriage or “bogie,” springs, shock absorbers, brakes, and wheels. Example rolling components include top-loading railcars described hereinabove, that include the deck, wheels, optional roof, optional sidewalls, and optional front and back separator walls that extend vertically and latterally at locations along a length, to define multiple interiors. As used herein, the term “railcar” can be used to refer to a rolling component of a railcar that does not contain any removable cargo carrier or cargo, and may also refer to a railcar that includes a rolling component that is loaded to contain one or more removable cargo carriers.

[0184] An additional inefficiency associated with specialized railcars is a problem of timing of the unloading and use of the cargo relative to arrival of the cargo at a destination where the cargo is to be used. Depending on need and inventory, certain types of cargos (e.g., raw materials) that arrive at an unload location on a specialized railcar might be held in the railcar and not removed from the railcar for a period of time after the cargo arrives at the destination of use (e.g., “unload location”). Holding the cargo in the specialized railcar not only requires separating the specialized railcar from its consist, but also suspends the productive and intended use of the railcar for transporting cargo for the period of time during which the specialized railcar is used as a storage unit. This practice produces sometimes extended periods of non-transport use of the railcar. The non-transport use of the railcar is costly due to the need for additional specialized railcars units that function as storage units, and the need to store specialized railcars and their contents on a track of a rail line as opposed to a different and less costly storage site, off of a rail line.

[0185] The presently -described systems can reduce the practice of using specialized railcar units as cargo storage units by allowing cargo to be removed from a separate rolling component of the railcar. The cargo, which is supported by a removable cargo carrier while being transported by the rolling component, can be unloaded from the rolling component of the railcar by removing the removable cargo carrier. The rolling component is immediately available to receive replacement cargo for transport. The unloaded cargo, contained in the removable cargo carrier, can be moved and stored separate from the rolling component of the railcar. The loaded cargo carrier and its cargo can be stored at a location separate from a railway or railyard in the removable cargo carrier and, as needed, can be unloaded from the removable cargo carrier at a desired time, allowing the rolling component to be put to efficient use transporting replacement cargo while also reducing the cost of storing the cargo.

[0186] According to systems as described, a rolling component of a railcar may be any railcar that is capable of supporting and transporting a removable cargo carrier, and can preferably be capable of transporting two or more different types of removable cargo carriers (e.g., “specialized cargo carriers”), meaning that the rolling component is dimensioned and otherwise adapted to receive and transport two or more different types of removable cargo carriers that may contain different types of cargo, at a same location (“cargo space”) of the rolling component. A specialized cargo carrier may be adapted to transport a certain type or class of cargo, including a cargo type that is normally carried by a specialized railcar. Example specialized cargo carriers can be loaded and unloaded onto multiple different but identical rolling components, making the specialized cargo carriers both specialized and “interchangeable” relative to a rolling component, e.g., one single rolling component unit or multiple different but identical rolling component units.

[0187] As used herein, the term “interchangeable,” as in “interchangeable cargo carrier” can be used to refer to two or more, e.g., a group or collection of, cargo carriers that can be loaded on and transported by a single railcar unit (a rolling component of a railcar unit) interchangeably, i.e., the two or more removable cargo carriers can be loaded alternately, at different times, at the same location of one single rolling component unit, e.g., at a single interior space of a rolling component unit, or at similar locations of multiple identical rolling component units.

[0188] In example systems, two or more interchangeable cargo carriers used with a single rolling component unit or a single type of rolling component may have one or more dimensions that are the same, e.g., equal or approximately equal, meaning that the two dimensions are equal within a practical or useful difference (tolerance). In example systems, a length, a width, or a height dimension of an interchangeable cargo carrier may be not more than 10, 5, or 3 percent greater than a length, width, or height dimension (respectively) of another interchangeable cargo carrier.

[0189] In example systems, two or more interchangeable cargo carries can be dimensioned to fit at the same location of a rolling component, e.g., within the same or an identical interior of a top-loading railcar (as described herein), or within a single or multiple interior locations of one or multiple top-loading railcars, where the interior location or locations of the one or more top-loading railcars have the same interior dimensions of length, width, and height.

[0190] Alternately or additionally, two or more interchangeable cargo carriers can have dimensions of length, width, and height, to efficiently load a railcar to a high density as described herein. An interchangeable cargo carrier may have one or more of a length, width, or height dimension that matches or approximates the useful amount of a length, width, or height space of a rolling component of a railcar. [0191] Particularly, for any type of rolling component, a width of two or more removable cargo carriers may be at least 80, 85, 90, or 95 percent of a width of the rolling component.

[0192] For a rolling component in the form of a top-loading railcar that includes sidewalls, a front wall, and a back wall, each having a height, and defining a length and a width of an interior space of the rolling component (see figures 1 A, IB, 1C, ID, 2A, 2B, 2C, and the like), two or more interchangeable cargo carrier may each have one, two, or three of: a width that is less than 100 percent of a width of the railcar interior but that is at least 80, 85, 90, or 95 percent of the width of the railcar interior; a length that is less than 100 percent of a length of the railcar interior (including a segment or portion of an interior) but that is at least 80, 85, 90, or 95 percent of the length of the railcar interior or segment; and a height that is up to 100 percent of a height of a railcar interior, but that is at least 80, 85, 90, or 95 percent of the height of the railcar interior. A height of a removable cargo carrier that includes an attached roof may be considered to equal the height of the railcar interior, when the removable cargo carrier is contained in the railcar interior.

[0193] An example relatively short rolling component (e.g., top-loading railcar) may have a length in a range from 20 to 40 feet, and may contain one or multiple removable carriers in lengths that fdl 80, 90, or 95 percent of the length of the rolling component.

[0194] An example of a mid-length rolling component (e.g., top-loading railcar) may have a length in a range from 30 to 80 feet, and may contain one or multiple interior spaces of 15 to 50 feet. Each interior space may contain one or multiple removable cargo carriers having lengths to fdl 80, 90, or 95 percent of the length of the rolling component.

[0195] An example of a relatively longer-length rolling component (e.g., top-loading railcar) may have a length in a range from 70 to 120 feet, and may contain one or multiple interior spaces of 15 to 50 feet. Each interior space may contain one or multiple removable cargo carriers having lengths to fdl 80, 90, or 95 percent of the length of the rolling component.

[0196] A removable cargo carrier may be designed and constructed to support a weight of cargo that will provide efficient, e.g., high loading density, transport of the cargo by a rolling component. A new weight of cargo that may be carried by a removable cargo carrier can depend on factors such as the size of the carrier, especially length, and the type of cargo. Example carriers may be sized for efficient loading of the carriers onto a rolling component, and may sized to have a length that allows for a desired number of carriers to be transported by a rolling component of a particular length. A length of a carrier in a range from 10 to 50 feet, e.g., from 20 to 40 feet, may allow for efficient loading of different types of cargos onto rolling components of various lengths.

[0197] The gross weight of the carrier with cargo may depend on the type of cargo and weight limits of railcars, as well as the capacity of lifting equipment available to load and unload the carriers from a rolling component. A single carrier having a length in a range from 10 to 50 feet, e.g., from 20 to 40 feet, loaded with cargo, may have a gross weight of at least 20 tons (e.g., 40,000 pounds), or at least 30 tons, 40 tons, 50 tons, or 60 tons.

[0198] Useful removable cargo carriers may include the example cargo carriers described and illustrated hereinabove and at figures (see figures see figures 1 A, IB, 1C, ID, 2A, 2B, 2C, and the like), and also those described and illustrated herein below and at figures 7A, 7B, 7C, 7D, 7E, 7F, 7G, and 7H. Whether shown in an illustration or not, any of the removable cargo carriers described generally or specifically herein may optionally have an attached roof as described, that engages a top opening of a top-loading railcar while the carrier is contained in the interior. Also, any of the described carriers that includes an attached roof may include an optional adjusting mechanism that is capable of moving the roof relative to a carrier, e.g., relative to vertical supports of a carrier, during a loading or unloading process. Any of the described removable cargo carriers may also include couplers as described, for lifting a carrier.

[0199] Railcars, rolling components, removable cargo carriers, and combinations and systems of these as described can avoid the need to carry certain types of cargo exclusively using specialized railcars that are permanently constructed to carry limited or single types of specialized cargos. Systems as described replace those specialized railcars with multi-component railcars that include a rolling component and one or more removable cargo carriers adapted to carry the specialized cargo, and that are capable of being loaded and unloaded relative to the rolling component, e.g., without separating the rolling component from a consist.

[0200] Two or more different types of specialized cargo carriers may be adapted to be interchangeably loaded and unloaded into a single cargo space (e.g., interior) of a rolling component of the railcar. In use, a rolling component carries and delivers one type of cargo in a removable cargo carrier to an unload location, where the removable cargo carrier can be removed from and separated from the rolling component. A second removable cargo carrier that contains the same or a different type of cargo can be loaded into the rolling component. Systems as described allow for removing cargo that is supported in a removable cargo carrier from a rolling component of a railcar without decoupling the railcar from a consist, i.e., without coupling-and-decoupling the rolling component of the railcar from a consist, and without shunting the specialized railcar and its specialized cargo to an unloading station for a scheduled unload step.

[0201] In a particular advantageous adaptation, for an example cargo of a fluid or liquid raw material such as com oil, current systems remove a tank car that contains the com oil from a consist for unloading the com oil from the tank. The tank car is removed from a consist by a decoupling step, moved to an unloading or storage location, and the oil is eventually, based on scheduling, unloaded from the tank car at an unloading station away from a main track and the original consist. Potentially, the oil may remain in storage in the tank car for a period of time awaiting a need for the oil to be used. A system as described avoids the need to decouple the tank car and its oil cargo from a consist, and potentially store the oil in the tank car until the oil is needed. With the described system, the oil can be contained in a removable cargo carrier that can be unloaded and separated from a rolling component of a railcar without separating the rolling component from its consist. The removable cargo carrier can be unloaded from a rolling component, which remains part of a consist, and the removable cargo carrier may be moved separately from the consist to a location of storage or use.

[0202] A further inefficiency of specialized railcars is a result of unload locations not having an available amount of the relevant type of cargo (“replacement cargo”) to be transported by a specialized railcar from an unload location. Certain specialized railcars contain cargo that is moved from a location that produces the cargo to an unload location that does not produce the same cargo. Commonly, an unload location lacks an inventory of replacement cargo for a specialized railcar arriving at the unload location. As an example, automobiles are loaded onto auto carriers at locations that produce automobiles and have inventories of finished automobiles to be transported to unload locations as needed by dealers or customers. The unload locations are not locations that also produce automobiles, and the unload locations do not have inventories of automobiles that need to be transported elsewhere. Similar examples can exist for other cargo types such as liquid or gaseous raw materials transported by a tank car to an unload location of a user of the raw material, while the unload location has no comparable liquid or gaseous cargo that is in need of transport to a different location.

[0203] In a situation such as this, where the unload location does not have replacement cargo for the specialized railcar, the specialized railcar is commonly transported in an empty (unladen) condition to a location (loading location) that is different from the unload location of the cargo. Only after the unladen railcar is transported to the location of replacement cargo (loading location) can the railcar receive replacement cargo to be loaded and transported to another unload location. The practice of moving unladen specialty railcars from unload locations that do not have replacement cargo of a type that can be carried by the specialized railcars to different locations to be loaded with replacement cargo is common, costly, and logistically complicated. The practice also creates a need for complicated logistics, tracking, and storage of empty railcars. The practice still additionally generates an otherwise un-necessary inventory of specialty railcar units, because the units spend significant amounts of time not being used to transport cargo. Generally, the need to transport unladen specialized railcars long distances from an unloading location to a loading location that has an inventory of replacement cargo is a known inefficiency in the present-day rail transport system, and is known to add significant cost to all uses of railcar transport.

[0204] Systems of the present description avoid the need to move un-laden specialty railcars from an unload location to a loading location for replacement cargo. The described systems instead use one or more removable cargo carriers that are adapted to carry types of cargo that are otherwise carried by a specialized railcar (these removable cargo carries sometimes being referred to as “specialized removable cargo carriers” or “specialized cargo carriers”), and that can be loaded into and unloaded from a railcar (or “rolling component”) that is capable of interchangeably carrying the different types of specialized removable cargo carriers. A single rolling component or type of rolling component is capable of transporting a range of different cargo types by the cargo being loaded and unloaded on the rolling component while the different cargo types are carried by removable cargo carriers. At an unload location, one type of cargo may be removed from the rolling component and a different type of replacement cargo may be loaded onto the rolling component for transport. The need to transport the rolling component to a different location to be loaded with replacement cargo is avoided.

[0205] A removable cargo carrier may be useful to transport multiple different types of cargo, or may be specialized to transport a single class or type of cargo. Certain specialized removable cargo carriers are adapted to carry a particular type or class of cargo. Advantageously, however, while the different types of cargo carriers may be used to carry different types of cargo, the different types of cargo carriers can be interchangeable in relation to the rolling component, i.e., different types of specialized cargo carriers are capable of being loaded, transported, and unloaded from a railcar (a rolling component) that is adapted to carry two or more different types of cargo carriers and different types of cargos. In other words, a single rolling component, or multiple identical rolling components, can be used to transport two or more different types of cargos that previously would be transported using two or more different types of specialized railcars. Different types of cargo carriers can be adapted to be transported by a rolling component that can carry multiple different types of the specialized cargo carriers (or even other cargo), and the specialized cargo carriers are referred to as being “interchangeable,” meaning that different specialized cargo carriers carrying different types of specialized cargo can be loaded and unloaded to or from similar or the same types of railcars (or “rolling components”).

[0206] In use, a rolling component carries and delivers one or more cargo carriers, loaded with cargo, to an unload location. The one or more removable cargo carriers can be removed from and separated from the rolling component, optionally without removing the rolling component from a consist, and optionally and preferably without delays of hours or days because of a need to move the loaded railcar from a consist or a main rail line to an unloading station away from the main rail line. After the cargo carrier is removed from the rolling component, e.g., while the rolling component remains as part of a consist, a second removable cargo carrier that contains the same or a different type of cargo can be loaded into the rolling component. Both the unloading step and the loading step may optionally be performed without removing the rolling component from its consist. Advantageously, unlike specialized railcars that must be loaded with replacement cargo of the same type as the delivered cargo, the rolling component may be loaded with a type of replacement cargo that is not the same as the delivered cargo, and at locations that lack the same type of cargo to replace the un-loaded cargo, the rolling component does not need to be sent in an unladen condition to a subsequent loading location. [0207] A removable cargo carrier used with a rolling component may be any type of carrier as generally described, and may be adapted to contain and transport any type of cargo. Example removable cargo carriers, which may be interchangeable, include the following types, which may be constructed specifically to contain and transport cargo as a cargo component that can be use with a rolling component as described herein:

(i) a removable cargo carrier adapted to support an automobile,

(ii) a removable cargo carrier adapted to support palletized cargo on multiple horizontal supports,

(iii) a removable cargo carrier comprising a tank having an enclosed volume adapted to contain a fluid,

(iv) a removable cargo carrier comprising a central vertical support extending along a length of the carrier and a single horizontal support adapted to support stacked cargo on both sides of the central vertical support, and

(v) a removable cargo carrier comprising a bin comprising a volume adapted to contain dry (non-liquid) solid particulate material, the bin having an opening at the top to place the material into the bin, the bin having an opening at the bottom to remove the material from the bin.

[0208] One example of a type of specialized cargo carrier that is removable from a rolling component and may be interchangeable with other types of removable cargo carriers relative to a cargo space (e.g., interior) of a rolling component is a removable cargo carrier adapted to transport automobiles. Figures 7A and 7B each show an example removable carrier 100, which includes vertical supports 110, a bottom horizontal support 120, and a second horizontal support 120. Each horizontal support 120 supports one or more automobiles 98 as cargo.

[0209] As shown at figure 7A, an example carrier 100 may support four automobiles arranged as two sets of two vertically-stacked automobiles. As shown at figure 7B, example carrier 100 includes two automobiles in a single vertical stack. Optionally, not illustrated, an automobile carrier may be adapted to support three automobiles in a three-high vertically-stacked arrangement, or six automobiles as two vertical stacks of three automobiles.

[0210] As illustrated, example carrier 100 includes roof 70 attached to vertical supports 110. Roof 70 is optional, and as illustrated may be attached to vertical supports 110, may be adapted to cover a top opening of an interior of a top-loading railcar while carrier 100 is contained in the interior, and may be moveable with an optional adjusting device as described herein and illustrated at figures 4A, 4B, 5A, 5B, 5C, 5D, 6A, 6B, and 6C.

[0211] Automobiles 98 may be loaded onto an example carrier 100 of figure 7A or 7B by any useful method. As illustrated, example removable carriers 100 have open sides and open ends that allow each automobile to be loaded onto the removable carrier by being loaded onto a horizontal support 120 either through an open end or through an open side. By one example method, each automobile may be driven onto a support 120 through an open end of the removable carrier. Alternately, an automobile may be placed onto a support 120 by the use of a forklift or other lifting device to place the car by lateral placement through an open side of the cargo carrier onto a support 120, e.g., in a manner that is comparable to the process of figure 1 ID. Alternately, an automobile 98 may be placed on a horizontal support 120 that is separated from vertical supports of carrier 100 and may be rolled or slid through an end of carrier 100 to be supported by vertical supports, in a manner that is shown generally by figures HA, HE and HF.

[0212] Example carrier 100 of figures 7A and 7B can have dimensions as described herein, to be useful as an interchangeable removable cargo carrier that is adapted to be loaded, unloaded, and transported by a rolling component of a railcar, e.g., at an interior of a top-loading railcar. Optionally, example removable cargo carrier 100 may include connectors (not shown) as described herein, that allow a removable cargo carrier to engage a lifting device while the carrier is held by a rolling component such as at an interior of a top-loading railcar, or while the carrier is away from a rolling component.

[0213] Another example of a type of specialized cargo carrier that is removable and may be interchangeable with other types of removable cargo carriers relative to a cargo space (e.g., interior) of a rolling component of a railcar is a removable cargo carrier adapted to transport palletized cargo. Figures 3A, 3B, 3C, 3D, 3E, 4A, 4B, 5A, 5B, 5C, 5D, 6A, 6B, 6C, 7C, 10, HA, 11B, 11C, HD, HE, 1 IF, 11G, among others, show example removable carriers 100, each of which includes vertical supports 110, a bottom horizontal support 120, and at least one additional horizontal support 120. Each horizontal support 120 is adapted to support multiple pallets of palletized cargo (“cargo pieces” or “pallets”) 150. [0214] As shown at figure 7C, an example carrier 100 may include three or more horizontal supports 120, each loaded with multiple pallets 150. As illustrated, example carrier 100 includes roof 70 attached to vertical supports 110. Roof 70 is optional and as illustrated may be attached to vertical supports 110, may be adapted to cover a top opening of an interior of a railcar while carrier 100 is contained in the interior, and may be moveable with an optional adjusting device as described herein and illustrated at figures 5A, 5B, 5C, 5D, 6A, 6B, and 6C.

[0215] Pallets 150 may be loaded onto example carrier 100 of figure 7C by any useful method. As illustrated, example removable carriers 100 of have open sides and open ends that allow pallets 150 to be loaded onto the removable carrier by being loaded onto a horizontal support 120 either through an open end or through an open side. By example methods, pallets 150 may be placed onto a support 120 by the use of a forklift or other lifting device to place the pallets laterally through an open side of the cargo carrier onto a support 120, e.g., in a manner that is comparable to the process of figure 11C or 1 ID. Alternately, pallets 150 may be placed on a horizontal support 120 that is separated from vertical supports of carrier 100 and may be rolled or slid through an end of carrier 100 to be supported by vertical supports, in a manner that is shown generally by figures HA, 1 IE and 1 IF.

[0216] Example carrier 100 of figure 7C can have dimensions as described herein, to be useful as an interchangeable removable cargo carrier that is adapted to be loaded, unloaded, and transported by a rolling component of a railcar, e.g., at an interior of a top-loading railcar. Optionally, example removable cargo carrier 100 may include connectors (not shown) as described herein, that allow a removable cargo carrier to engage a lifting device while the carrier is held by a rolling component such as at an interior of a top-loading railcar, or while the carrier is away from a rolling component.

[0217] Yet another example of a type of specialized cargo carrier that is removable and may be interchangeable with other types of removable cargo carriers relative to a cargo space (e.g., interior) of a rolling component of a railcar is a removable cargo carrier adapted to transport stackable cargo such as stackable lumber or stackable crates, or stackable tanks, etc., as are commonly transported by a centerbeam railcar. Figure 7D shows an example of a removable cargo carrier 100, which includes vertical support 110 in the form of a vertical centerbeam 110 that extends along the center length of carrier 100, as with a specialized centerbeam railcar. Additional vertical supports may optionally be included at the opposite ends of the carrier, which also includes a single horizontal support 120 at a bottom of the carrier.

[0218] Bottom horizontal support 120 is adapted to support multiple pieces of cargo 94 in stacked arrangements on both sides of centerbeam vertical support 110. Bottom horizontal support 120 may also be angled slightly from horizontal, toward centerbeam 110. The cargo may be stackable building materials such as stacks of framing lumber (2 x 4s), plywood, fiber board, sheetrock, etc., paper or paper products, or may be cargo that is contained in stackable crates, such as crates that contain light equipment such as snowmobiles, ATVs, riding lawnmowers, or the like.

[0219] As illustrated, example carrier 100 of figure 7D includes roof 70 attached to vertical supports 110. Roof 70 is optional and as illustrated may be attached to vertical support 110, may be adapted to cover a top opening of an interior of a railcar while carrier 100 is contained in the interior, and may be moveable with an optional adjusting device as described herein and illustrated and described herein.

[0220] Stackable cargo pieces 94 may be loaded onto example carrier 100 of figure 7D by any useful method. As illustrated, example removable carrier 100 has open sides that allow stackable cargo pieces 94 to be loaded onto the removable carrier by being loaded from both sides of carrier 100 onto bottom vertical support 120, and stabilized if necessary by securing the cargo pieces 94 using centerbeam 110. [0221] Example carrier 100 of figure 7D can have dimensions as described herein, to be useful as an interchangeable removable cargo carrier that is adapted to be loaded, unloaded, and transported by a rolling component of a railcar, e.g., at an interior of a top-loading railcar. Optionally, example removable cargo carrier 100 may include connectors (not shown) as described herein, that allow a removable cargo carrier to engage a lifting device while the carrier is held by a rolling component such as at an interior of a top-loading railcar, or while the carrier is away from a rolling component.

[0222] Yet another example of a type of specialized cargo carrier that is removable and may be interchangeable with other types of removable cargo carriers relative to a cargo space (e.g., interior) of a rolling component of a railcar is a removable cargo carrier adapted to transport a liquid, gas, or fluid solid in one or more tanks, which can be fdled with fluid, transported, and then have the fluid removed from the tank. Figures 7E, 7F, and 7G show examples of removable cargo carriers 100, each of which includes one or multiple tanks that include an enclosed volume adapted to contain a fluid (e.g., gas, liquid, or solid fluid particles) and optional vertical supports 110. Vertical supports 110 may or may not be needed depending on the design and strength of the tank. Each tank includes a top opening 88 and an optional bottom opening 89 that can be used to fill or empty fluid from the tank.

[0223] According to example carriers that include one or more tanks, a tank may be incorporated into the permanent structure of the carrier and is not removable from or separable from the carrier, e.g., from a vertical support if present, from a bottom support if present, or from one or more couplers (as described herein) attached to the carrier to allow the carrier to be attached to a lifting device and lifted by the lifting device. Each tank may include one or more openings that can be selectively opened and closed to allow fluid to be added to the interior volume of the tank and removed from the interior volume of the tank. An opening may be located at any portion of the tank, and a tank may include either a single opening or two or more openings to allow filling or emptying of the tank.

[0224] In certain examples, a tank can be filled (loaded) with fluid while the tank structure is attached to other components of the carrier such as a bottom horizontal support, vertical supports, and couplers. The tank is not separable from the carrier and the tank is not loaded into the carrier or removed from the carrier during use; instead, fluid is added to and removed from the tank without separating the tank from other components of the carrier.

[0225] A tank can have a volume that is useful based on containing a desirably large volume of fluid to provide for high efficiency during transport and storage, while still having a gross weight that allows the tank, when filled with fluid cargo, to be handled (e.g., lifted) by available lifting equipment. A removable cargo carrier may include a single tank that extends to approximately a full height and width of a toploading railcar, or multiple tanks positioned in a side-by-side configuration and that together extend to approximately full width, and in a stacked configuration extend to approximately a full height of a toploading railcar. The gross weight of a filled tank can depend on the length of the tanks and the arrangement of tanks in a carrier, e.g., two side-by-side tanks, two stacked tanks, or four tanks in a side- by-side and stacked arrangement.

[0226] A tank or an arrangement of tanks, e.g., two stacked tanks, two tanks side-by-side, or four tanks that are stacked and side-by-side, can have dimensions that are the same as dimensions of a removable carrier as described, and can be sized and assembled to fit as a single unit within an interior of a toploading railcar as described, i.e., a tank or an arrangement of multiple tanks may have a height and width that are approximately equal to an interior of a top-loading railcar.

[0227] Minimally, a total volume of one or more tanks of a carrier may approximate dimensions of a carrier. A volume of a carrier with a single tank may be approximately the same as the volume dimension of the carrier. A total volume of two tanks of a carrier that has only two tanks may approximate dimensions of a carrier, e.g., with each tank having a volume of half of the volume of the carrier. A total volume of four tanks of a carrier that has only four tanks may approximate dimensions of a carrier, e.g., with each tank having a volume of one fourth of the volume of the carrier. [0228] Consistent therewith, a removable cargo carrier can have one or more tanks that have a single volume or a total volume that is significantly large, to allow for efficient transport of fluid cargo, but that still allows the carrier to be lifted by conventional lifting equipment to be loaded and unloaded onto a rolling component. A total volume of one or more tanks of a removable cargo carrier may be at least 1440 cubic feet, e.g., for a carrier that is approximately 9 feet wide, 16 feet tall, and 10 feet long, which may approximate an interior space of a top-loading railcar as described. In terms of gross weight, a carrier that contains tanks to transport fluid may have a gross weight, when loaded with fluid, of at least 4 tons or at least 5 tons. For different height and width dimensions the carrier have a proportionally larger or lower gross weight. For a carrier that has a longer length, the carrier may have a gross weight or 8 or 10 tons when the tank or tanks are filled with fluid.

[0229] Referring to figure 7E, carrier 100 includes bottom horizontal support 120 and vertical supports 110. Six tanks 92 are supported by carrier 100. Three lower tanks 92 are supported by bottom horizontal support 120. Three upper tanks 92 may be supported by second horizontal support 120 (not illustrated) or may be supported by being stacked on a lower tank 92. Each tank may contain a liquid or gaseous fluid or a solid flowable powder fluid. Examples of gases include hydrogen, helium, nitrogen, or other industrial gases used for processing or as a raw material. Examples of liquid fluids include synthetic or nonsynthetic liquids such as an oil (crude oil, a derivative or distillate of crude oil, a plant or vegetable oil, mineral oil), an agricultural or industrial chemical such as a liquid fertilizer, liquid herbicide or fungicide, a solvent, an acid, a base, water, a processing fluid (e.g., liquid cleaning agent), etc. Examples of flowable powders include pelletized polymers used as raw materials for plastics, adhesives, eta; pelletized granular chemicals such as herbicides, fungicides, insecticides; pelletized solid organic or inorganic chemical materials such as detergents, acids, bases, or other types of powder chemicals. Other example liquids or flowable solids include food or grain products such as flour, sugar, salt, liquid or solid protein such as powdered whey or liquid or powdered gluten, food oils such as vegetable or com oil, wheat, com, barley, molasses, com syrup, liquid or powdered synthetic sweetener, produce juice (orange juice) or a concentrate thereof; among others.

[0230] As illustrated, example carrier 100 of figure 7E includes six tanks, each of which may contain the same or a different (as illustrated) gas, liquid, or flowable powder material as cargo. Example carrier 100 of figure 7F includes three tanks, each of which may contain the same or a different (as illustrated) liquid or flowable powder material as cargo. Example carrier 100 of figure 7G includes only a single tank. Though not illustrated, carrier 100 of figure 7G may optionally include a single bottom horizontal support, vertical supports, and a roof as described.

[0231] Each example removable carrier of figure 7E, 7F, and 7G, as illustrated, may include roof 70 attached to vertical supports 110. Roof 70 is optional and may be attached to vertical supports 110, may be adapted to cover a top opening of an interior of a railcar while carrier 100 is contained in the interior, and may be moveable with an optional adjusting device as described herein and illustrated at figures 5A, 5B, 5C, 5D, 6A, 6B, and 6C. [0232] Yet another example of a type of specialized cargo carrier that is removable and may be interchangeable with other types of removable cargo carriers relative to a cargo space (e.g., interior) of a rolling component of a railcar is a removable cargo carrier adapted to transport a dry solid particulate material in the form of aggregate, granules, grains, or other types of solid flowable particles. Figure 7H shows an example of removable cargo carriers 100, which includes a bin or other container that includes an enclosed volume adapted to contain a dry (non-liquid) solid particulate material 91. The dry solid flowable material may be a food or grain product such as flour, sugar, salt, liquid or solid protein such as powdered whey, grain such as corn, wheat, beans, or another type of grain or plant matter, among others. Other examples include gravel, sand, pebbles, concrete aggregate, or other granular rock or mineral materials.

[0233] As illustrated, example carrier 100 of figure 7H includes only a container or bin 86 (“bin carrier”), which may include an open top to load material into the bin, or an optional roof 70. The bin includes a bottom (e.g., lower horizontal support 120) that can be closed and secured to support material in the bin during loading and transport, while the bottom may be opened to allow the material to be removed from the bin interior through the opening in the bottom. In certain examples, a bin can be filled (loaded) with material while the bin structure is attached to other optional components of the carrier such as vertical supports and couplers. The bin is not separable from the carrier and the bin is not loaded into the carrier or removed from the carrier during use; instead, dry (non-liquid) solid particulate material is added to and removed from the bin without separating the bin from other components of the carrier.

[0234] Though not illustrated, carrier 100 of figure 7H may optionally include vertical supports and a roof as described. Bin carrier 86 can have dimensions that are the same as dimensions of a removable carrier as described, and can be sized to fit as a single unit within an interior of a top-loading railcar as described, i.e., a bin may have a height and width that are approximately equal to an interior of a toploading railcar.

[0235] According to methods as described, a removable cargo carrier or multiple different types of specialized removable cargo carriers may be adapted to be interchangeably loaded and unloaded into or from a single cargo space (e.g., interior) of a rolling component of the railcar. In use, cargo carriers are loaded onto a rolling component of a railcar, optionally while the rolling component is attached to at least one, or optionally more, other rolling components, e.g., while the rolling component is part of a consist. The consist moves from a first location, e.g., loading location or origin and is transported with the loaded removable cargo carriers and cargo to a second location, e.g., a destination or an unload location. The consist carries and delivers the first cargo (“delivered cargo”) to the unload location and the removable cargo carriers and their cargo can be removed from and separated from the rolling component. Preferably, the cargo carriers can be removed from the rolling components without separating the rolling component from the consist. At the unload location, other removable cargo carriers that contain replacement cargo that is the same as or different from the delivered cargo can be loaded onto the rolling component to replace the removable cargo carriers that were removed. In example methods, the delivered cargo can be removed from a rolling component without decoupling the railcar from a consist, i.e., without coupling- and-decoupling the rolling component of the railcar from a consist, and without shunting the rolling component to an unloading station to unload the cargo. The cargo spaces of the unloaded rolling component can be then re-loaded with different cargo (“replacement cargo”) supported by different removable cargo carriers, and the replacement cargo and replacement cargo carriers can be transported to a different location for unloading.

[0236] Referring to figures 8A, 8B, 8C, and 8D, rolling component 10 can include a deck, wheels, and as illustrated can be a top-loading railcar that includes vertical sidewalls, optionally with multiple interior spaces. Multiple interchangeable replaceable cargo carriers 100 can be contained in rolling component 10. All of carriers 100 may have the same type of cargo, or two or more carriers 100 loaded into a rolling component 10 may have different types of cargo. Each carrier 100 can be contained interchangeably at a cargo space (e.g., interior) of a rolling component 10. Each carrier 100 can be loaded onto rolling component 10 at an origin, transported to an unload location and unloaded, then a separate cargo carrier 10 (a “replacement cargo carrier” with “replacement cargo”) can be loaded into the cargo space to replace the carrier that was removed. A removed cargo carrier 100 can be separated from the rolling component 10 and replaced with a separate cargo carrier having the same type of cargo or a different type of cargo. [0237] Figures 8A, 8B, 8C, and 8D illustrate the interchangeable nature of cargo carriers 100 relative to rolling component 10. Rolling component 10 of these figures may be a single unit (i.e., the same rolling component unit) or may be two units of identical design and dimensions. At figure 8A, rolling component 10 is loaded with interchangeable cargo carriers 100, which contain cargo in the form of automobiles 98 and stackable building materials 94. At figure 8B, the same rolling component unit 10 or an identical rolling component unit contains interchangeable cargo carriers 100 that hold different cargos, i.e., palletized cargo 150 and liquid or fluid cargo 92 contained in multiple tanks. Similarly, at figures 8C and 8D, the same rolling component unit 10 or an identical rolling component unit contains interchangeable cargo carriers 100 that hold different cargos, i.e., automobiles 98 at figure 8C and dry granular material 92 contained in carrier (e.g., bin) 100.

[0238] According to specific example methods of transporting cargo using a rolling component and removable cargo carriers as described, example steps can include a step at a first location of loading a first type of removable cargo carrier onto a rolling component, with the type being selected from types (i), (ii), (iii), (iv), and (v):

(i) a removable cargo carrier adapted to support an automobile,

(ii) a removable cargo carrier adapted to support palletized cargo on multiple horizontal supports,

(iii) a removable cargo carrier comprising a tank having an enclosed volume adapted to contain a fluid, (iv) a removable cargo carrier comprising a central vertical support extending along a length of the carrier and a single horizontal support adapted to support stacked cargo on both sides of the central vertical support, and

(v) a removable cargo carrier comprising a bin comprising a volume adapted to contain dry (non-liquid) solid particulate material, the bin having an opening at the top to place the material into the bin, the bin having an opening at the bottom to remove the material 91 from the bin.

[0239] The rolling component and removable cargo carrier or carriers are transported as part of a consist to a second location, referred to as an “unload location.” As part of a consist, the rolling component is coupled in front and in back to a front adjacent railcar and a back adjacent railcar, respectively. The adjacent railcars may be any type of railcars (a boxcar, tank car, auto carrier, centerbeam railcar, wellcar, hopper car, etc.), or may preferably be railcars as described herein that include a rolling component and a cargo component as described herein. See figures 9A, 9B, and 9C.

[0240] As used herein, the term “transport” means that the rolling component and cargo carrier are moved over miles of a rail line as part of a consist, the railcars of which may be changed along the way during one or more switching steps, from a location of origin of the cargo to a location (cargo destination) at which the cargo is unloaded. The distance between the origin and the cargo destination is a significant distance, e.g., greater than 10 miles or 50 miles, and is not a shorter distance such as would occur by movement of a railcar within a single railyard location during switching maneuvers, or during movement from a main rail line to an unloading station.

[0241] At a start of a transport step, the rolling component will be coupled to adjacent railcars, including a front adjacent railcar and a back adjacent railcar. Optionally, during a transport step, the rolling component or a group of coupled railcars (a portion of the original consist) that includes the rolling component and its loaded cargo carrier may be transferred (“switched”) from one consist to a different consist without being unloaded. A “transport” step allows for the rolling component to be switched from one consist to another consist without an unloading step.

[0242] A transport step is completed when a consist that contains the rolling component and cargo carrier arrives at a cargo destination (i.e., an unload location), with the rolling component coupled to adjacent railcars within the consist. At the unload location, the removable cargo carrier is removed from the rolling component. The unloading step may be performed in any fashion at the unload location, e.g., while the rolling component remains in the consist that it was part of during transport, or after the rolling component has been decoupled and separated from other railcars of the consist, or after the rolling component has been decoupled and separated from the full consist as part of a group of coupled railcars that includes the rolling component and multiple adjacent railcars, i.e., the rolling component may remain coupled with railcars that make up a portion of the consist that the rolling component was part of during transport.

[0243] In certain presently preferred methods, the unload step may be performed without removing the rolling component from the consist, or with the rolling component being separated from the full consist but still part of a group of coupled railcars that includes the rolling component, one or both of a front adjacent railcar and a back adjacent railcar, and optionally multiple other railcars of a coupled portion of a consist. See figures 9A, 9B, and 9C.

[0244] Referring to figures 9 A, 9B, and 9C, multiple rolling components 10 and removable cargo carriers 100 are shown as consist 90. Consist 90 includes four rolling components with removable cargo carriers, each of which is attached to a front adjacent railcar, or a back adjacent railcar, or both. The consist 90 may be included as part of a complete consist transported from a location of origin, including a locomotive. Alternately, consist 90 may be a portion of a complete consist transported from a location of origin, including a locomotive. The rolling components contain cargo spaces (interior spaces) that are adapted to carry one or more removable cargo carriers. The cargo carriers 100 may be the same or different, and may carry cargo or cargo types that are the same or different.

[0245] At figure 9 A, the consist 90 has been transported with cargo carriers 100 and cargo loaded thereon from a loading location (origin), and is located at an unload location. Consist 90 is assembled from multiple rolling components 10 that contain multiple interchangeable cargo carriers 100 that hold multiple types of cargo (e.g., of types i, ii, iii, iv, and v, described herein). Example cargo types may be automobiles (designated i), palletized cargo (ii), stacked construction materials (iii), a gaseous or liquid fluid (iv), or dry (non-liquid) solid particulate material (v).

[0246] At figure 9 A, located at the unload location, the removable cargo carriers 100 may each be removed individually, as groups, or together (all carriers 100) with respect to each rolling component 10 or the consist 90. Figure 9B shows every cargo carrier removed from the consist and from each rolling component and each cargo space. Alternately, each carrier or carriers of one or more rolling components may instead be unloaded individually from a cargo space and replaced individually from a rolling component or from the consist.

[0247] After a cargo carrier 100 of consist 90 has been removed from a cargo space of rolling component 10, the emptied cargo space can be loaded with a replacement cargo carrier. The replacement cargo carrier may contain the same type of cargo or a different type of cargo as that of the removed cargo carrier. The rolling components with replacement cargo can then be included as part of the original consist, or a re-assembled consist, to transport the replacement cargo carriers and replacement cargo to a second location, which may be the origin or may be a different location. At the second location the replacement cargo can be unloaded and again replaced. In example methods, the cargo carriers can be unloaded from rolling components without removing the rolling components from a consist, or after the rolling component has been removed from a consist as part of a group of attached railcars. Advantageously, if the unload location does not have available replacement cargo of the same type as the delivered cargo, the rolling component can be loaded with replacement cargo that is different from the delivered cargo to avoid the need to transport the railcars in an unladed condition, without transporting cargo, to a different location that has an available amount of replacement cargo. As shown at figure 10, three example removable cargo carriers 100 are pre-loaded with cargo in the form of pallets 150. Each cargo carrier 100 has three shelves to allow for three horizontal levels of support for cargo. Each cargo carrier has a useful width of approximately 9 feet and 2 inches, i.e., 110 inches, and can accommodate two pallets, side-by-side along the width, with both pallets having a maximum length or width dimension that may be greater than 40, 44, 46, 48, 50, or 52 inches, and less than approximately 55 inches.

[0248] For comparison, figure 10 also shows two standard intermodal cargo containers (“intermodal shipping containers,” “intermodal containers,” or the like) of the type commonly used as intermodal transport vessels to contain, store, or transport cargo. The intermodal cargo container is of an intermodal design that is designed for the container to be carrier and transferred without unloading contents by any combination of ship, train, and truck. A standard cargo container is an enclosed metal container with doors at an end to allow loading and unloading through the doors. Standard containers have a door opening that is 7 feet 8 inches wide and interior dimensions of: a width of 7 feet 8 inches, a height of 7 feet 10 inches or 8 feet 10 inches (for a “cube” container); and a length of 9 feet 3 inches (a 10-foot container), 19 feet 3 inches (a 20-foot container or 20-foot high cube), or 39 feet 5 inches (a 40-foot container or 40-foot high cube).

[0249] Referring to figure 10, illustrated for comparison are three removable carriers 100 as described, and two 40-foot intermodal containers 152 (note that the intermodal containers are a top view and are illustrated without the roof panel on top of the container). Both the removable carriers and the 40-foot intermodal containers can be loaded together end-to-end on a single standard flatbed railcar. As shown, across the 9’2” (100 inch) width of carriers 100, each shelf of a carrier 100 can contain eight pairs of two pallets placed side-by-side with the 48-inch dimensions extending in the width direction of carrier 100. Each shelf can contain 16 pallets (40 x 48 x 54). Each three-shelf carrier can contain 48 pallets. And each three-segment railcar can contain 144 pallets.

[0250] As is also shown, the width of 7 feet 8 inches, i.e., 92 inches, of intermodal containers 152 is constraining with respect to loading standard pallets having dimensions of 40” by 48”. The 92 inch width and the 40 foot length of intermodal containers 152 allows a significantly lower total number of the same 40” by 48” pallets to be arranged on one horizontal level of the container 152. And depending on the cargo, pallets may be difficult to stack vertically, which prevents more than one horizontal level of pallets from being loaded into a cargo container that does not contain multiple horizontal support layers (“floors” or “shelves”). The two containers 152, each having only one single horizontal loading space, can contain only a fraction of the total number of pallets that can be loaded into the three removable carriers 100, having larger length and width dimensions and three (as illustrated) shelves.

[0251] Cargo pieces, particularly in the form of pallets 150 (or another form), can be loaded onto a removable cargo carrier by any useful method to pre-load the cargo carrier for subsequent loading into a top-loading cargo transport vessel, such as a railcar. While these figures show pallets 150 pre- loaded onto a carrier adapted to support palletized cargo, methods of pre-loading cargo can also be used for pre-loading other types of cargo onto carriers adapted to carry other types of cargo, e.g., cars, fluids, dry granular material, building materials, etc., that are carried by removable cargo carriers as described.

[0252] As illustrated at figure HA, shelves 120 of a removable cargo carrier 100 can be movable and removable relative to vertical frame supports 110. A shelf may be loaded away from the cargo carrier and loaded from an end or a side of the cargo carrier 100 by sliding the cargo carrier horizontally to place the shelf in a location of the shelf being supported vertically by vertical frame supports 110 of the cargo carrier 100.

[0253] According to particular methods, to achieve increased loading density of a removable carrier, pieces of cargo that all have a height within a first height range can be loaded onto a common shelf of a carrier, and cargo in a second (different) height range can be loaded onto a different common shelf. In other words, cargo pieces can be organized and selected based on height, with cargo pieces of similar heights or within a narrow range of heights being placed on a common shelf; the shelves, loaded with cargo pieces having heights within a selected range, can be placed at vertical positions along a height of a frame of a carrier to reduce distances between the tops of cargo pieces on one shelf and a bottom of a shelf located above each cargo piece. See figures 1 IE, 1 IF, and 11G.

[0254] In other example carriers, as shown at figure 11B, a conveyor 162 may move cargo pieces 150 in a direction toward an end of a removable cargo carrier 100 to an elevator 160. The elevator may raise the cargo pieces and the cargo pieces may be loaded from the end, at the elevator, at a height of a shelf 120. Optionally, the elevator may instead be located along a length of carrier 100 and the cargo pieces may be loaded from the side along the length.

[0255] Figure 11C shows an automated system that uses robot 170 to load cargo pieces 150 onto cargo carriers 100. Robot 170 includes a robot arm having a forklift end 170, which can hold and move each pallet 150 in an automated fashion onto shelves 120 of various cargo carriers 100. Robot 170 can be controlled to match individually -identified pallets 150, each having an inventory designation, with individually -identified cargo carriers 100, to maintain inventory control over each cargo piece (e.g., pallet) 150.

[0256] Figure 1 ID shows an example of a system that uses inventory tracker 182 and forklift 180 to load and track cargo pieces 150 onto removable cargo carriers 100. Inventory tracker 182 includes an electronic, automated system of identifying individual cargo pieces 150 as each piece passes through tracker 182. The system may include a scanner (e.g., a laser scanner) to read a barcode or similar individual package designation. Alternately, the system may include a radio frequency identification (RFID) scanner (to detect RFID tags attached to cargo pieces 150) that scans individual cargo pieces 150 and records a location of each piece 150 for a purpose of inventory tracking and location tracking during transport of the piece 150.

[0257] According to any method of loading a carrier, cargo pieces can be arranged to have pieces of similar heights on a common shelf, and cargo pieces of heavier weights can be placed on lower shelves. Referring to figures HE, 1 IF, and 11G, carrier 100 includes shelves 120a, 120b, 120c, and 120d supporting cargo pieces 150a, 150b, 150c, and 150d. When loading cargo pieces onto the shelves, the heaviest cargo pieces, 150a, can be placed on the lowest shelf, 120a. The lightest cargo pieces, 150d, can be placed on the highest shelf, 120d. Cargo pieces of weights between the lightest and heaviest, pieces 150b and 150c, can be placed on intermediate shelves 120b and 120c, with heavier pieces 150b on lower intermediate shelf 120b and lighter pieces 150c on higher intermediate shelf 120c. Also as illustrated, cargo pieces with similar heights are placed on a common shelf; e.g., the heights of all cargo pieces on a shelf may be selected to not vary by more than 20 percent, e.g., 10 percent, from (greater than or less than) an average height of all cargo pieces on the shelf.

[0258] Carrier 100 of figures HE, HF, and 11G is of a type having removable shelves 120, which can be removed from frame (vertical supports) 110 of carrier 100 and loaded with cargo pieces 150 while the shelf is separated from frame (vertical supports) 110. See figure 1 IE. As shown in figures 1 IE and 1 IF, each shelf 120, with cargo supported on the shelf, can be slid into frame 110. Figure 11G shows carrier 100 pre-loaded with cargo supported on all four shelves, and ready to be loaded into a top-loading cargo transport vessel (of any form, not shown).

[0259] Once a removable cargo carrier has been pre-loaded with cargo pieces 150 or a different type of cargo as described herein, each cargo carrier can be staged at a location from which the carrier can be loaded vertically into an interior of a top-loading cargo transport vessel, e.g., a top-loading railcar or other top-loading vessel.

[0260] The following example illustrates and describes a system of the invention in terms of cargo transport vessels that are top-loading railcars that are part of an assembled freight train. It will be understood that the methods and systems described in terms of this example may also be useful for systems of loading and un-loading pre-loaded removable cargo carriers into and from any other type of top-loading cargo vessel, such as a top-loading autonomous cargo vessel or a top-loading intermodal container. While these figures show pallets 150 pre-loaded onto a carrier adapted to support palletized cargo, and loaded into a top-loading railcar, methods of loading and unloading pre- loaded cargo carriers into top-loading railcar (or other type of rolling component) can also be used for pre-loading other types of cargo onto carriers adapted to carry other types of cargo, e.g., cars, fluids, dry granular material, building materials, etc., that are carried by removable cargo carriers as described, and loading and unloading the removable cargo carriers onto a rolling component, e.g., a top-loading railcar.

[0261] Referring to figures 12A and 12B, illustrated are two perspective views of a train loading station 200. Station 200 includes a cargo carrier staging area 210, train area 220 that contains multiple (four as illustrated) rail lines 220, in parallel, upon each of which is positioned train 222 that includes top-loading railcars 10. Each train 222 also includes, though not illustrated, additional cars and at least one locomotive to drive the train. [0262] Station 200 also includes crane (e.g., a gantry crane as illustrated) 182 having one or more roof-moving arms 184 and one or more carrier-moving arms 186. Each of the one or more roofmoving arms 184 is adapted to mechanically engage and lift a roof 70 from a top-loading railcar 10 and maintain a position of roof 70 away from railcar 10 as railcar 10 is loaded with pre-loaded carriers 100 through a top opening 50. Each of the one or more carrier-moving arms 186 is adapted to mechanically engage and lift a pre-loaded carrier 100 from staging area 210 and carry the carrier to a location above a railcar 10 then vertically load the carrier through a top opening of a top-loading railcar and into an interior of a top-loading railcar. After loading, the roof 70 can be replaced on the railcar 10 to enclose and secure the interior space of the railcar.

[0263] The station 200 can also include a location for staging carriers 100 that have been removed from, i.e., un-loaded from, railcars 10 of train 222, prior to loading a different pre-loaded carrier 10. [0264] According to example steps, a train 222 that carries top-loading railcars 10 enters station 200 and aligns the railcars 10 with one or more other railcars at a location of a crane 182 that allows the crane to load and un-load the railcars through an opened roof. Multiple pre-loaded carriers 100 are staged at staging area 210 for loading onto each train 222, with inventory and tracking control of the cargo pieces.

[0265] A roof-moving arm 184 engages removable roof 70 of a top-loading railcar 10 and positions roof 70 away from railcar 10 to allow access to top opening 50 and interior 40 of the railcar. If railcar 10 is loaded with cargo, e.g., removable carriers 100, a carrier-moving arm 186 engages a carrier that is contained in the railcar, through the top opening 50. The carrier-moving arm securely grasps carrier 100 and lifts carrier 100 vertically out of the interior 40 of railcar 10, through top opening 50, and then places the de-trained carrier at a staging area for de-trained loaded carriers.

[0266] Subsequently, a carrier-moving arm 186 securely grasps another carrier 100, this one being a pre-loaded carrier 10 from staging area 210, and lifts the pre-loaded carrier 100 vertically above the interior 40 of railcar 10 and lowers the pre-loaded carrier through top opening 50 into interior 40. Roof-moving arm 184 engages re-places removable roof 70 over top opening 50 of a top-loading railcar 10.

[0267] In an alternate loading system, shown at figure 13C, stacker 102 is located at elevated platform 104, which is raised vertically above the railroad that supports trains 222. The stacker 102 loads and unloads cargo carriers 100 from cars 10 of train 22.

Example 1. A top-loading enclosed railcar comprising: a deck having a deck front, a deck back, and two deck sides; wheels attached to and supporting the deck from below the deck; a front wall extending vertically from the deck front, a back wall extending vertically from the deck front, and two sidewalls extending vertically from each of the two deck sides, the sidewalls and deck defining an interior; a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; and a roof that is capable of an opened position that exposes the top opening and allows access to the interior, and a closed position that covers the top opening. Example 2. A railcar of example 1 having: an interior length in a range from 50 to 90 feet, and an interior width in a range from 5 to 11 feet (e.g., from 9 to 10 feet).

Example 3. A railcar of example 1 or 2 having an interior height in a range from 10 to 25 feet.

Example 4. A railcar of any of examples 1 through 3 comprising a hinge that attaches the roof to one sidewall and allows hinged movement of the roof relative the top of the one sidewall.

Example 5. A railcar of any of examples 1 through 4, the roof being detachable from the side walls.

Example 6. A railcar of any of examples 1 through 5 containing a removable cargo carrier, the cargo carriers being adapted to be placed into and removed from the interior through the top opening. Example 7. A railcar of example 7, the removable cargo carrier having: a length in a range from 27 to 29 feet, and a width in a range from 8 to 10 feet.

Example 8. A railcar of example 6 or 7, the removable cargo carrier having a height in a range from 15 to 18 feet.

Example 9. A railcar of any of examples 6 through 8, the deck having a deck interior footprint area between the front wall, the back wall, and the two sidewalls, the one or more removable cargo carriers having a footprint area that is at least 80 percent of the deck interior footprint area.

Example 10. A railcar of any of examples 1 through 9, the interior having an interior width between the two sidewalls, the railcar containing at the interior a removable multi-shelf cargo carrier, the cargo carrier having a cargo carrier width that is not more than 3 feet less than the interior width. Example 11. A railcar of any of examples 1 through 10, the interior having an interior length from the front wall to the back wall, the freight car containing at the interior one or more multi-shelf cargo carriers, the cargo carriers having a total cargo carrier length that is not more than 10 feet less than the interior length.

Example 12. A method of loading a railcar of any of examples 1 through 11, the method comprising loading a removable cargo carrier into the interior through the top opening.

Example 13. A method of example 12 wherein the railcar is loaded to a packing density of at least 70 percent.

Example 14. A method of example 12 wherein the railcar is loaded to a packing density of at least 80 percent.

Example 15. A method of loading one or more top-opening enclosed railcars, each comprising: a deck; wheels attached to and supporting the deck from below the deck; walls extending vertically from the decks to surround the deck and define a railcar interior; a top opening at the top of the interior defined by a top of the walls; and a roof that is capable of an opened position that exposes the top opening and allows access to the interior, and a closed position that covers the top opening; the method comprising: with a first train on a rail line, the first train comprising one or more top-opening enclosed railcars; with a second train on a rail line parallel to the first train, the second train comprising one or more top-opening enclosed railcars; using a crane to load cargo through a top opening of a top-opening railcar of the first train and; using a crane to load cargo through a top opening of a top-opening railcar of the second train.

Example la. A top-loading railcar comprising: a deck having a deck front, a deck back, and two deck sides; wheels supporting the deck, a front wall extending vertically from the deck front, a back wall extending vertically from the deck back, and two sidewalls extending vertically from each of the two deck sides, the sidewalls and deck defining an interior; a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; and a roof that is capable of an opened position that exposes the top opening and allows access to the interior, and a closed position that covers the top opening.

Example 2a. A railcar of example la having: an interior length in a range from 50 to 100 feet, and an interior width in a range from 5 to 11 feet.

Example 3a. A railcar of example la or 2a having an interior height in a range from 10 to 25 feet. Example 4a. A railcar of any of examples la through 3a comprising a hinge that attaches the roof to one sidewall and allows hinged movement of the roof relative the top of the one sidewall.

Example 5a. A railcar of any of examples la through 4a, the roof being detachable from the side walls.

Example 6a. A railcar of any of examples la through 5a containing a removable cargo carrier, the cargo carrier being adapted to be placed into and removed from the interior through the top opening. Example 7a. A railcar of example 6a, the removable cargo carrier comprising vertical frame supports and one or more horizontal supports supported by the vertical frame supports.

Example 8a. A railcar of example 6a or 7a wherein the railcar interior has width that is not more than 3 feet greater than the width of the removable cargo carrier.

Example 9a. A railcar of any of examples 6a through 8a, the removable cargo carrier having: a length in a range from 15 to 29 feet, and a width in a range from 8 to 10 feet.

Example 10a. A railcar of any of examples 6a through 9a, the removable cargo carrier having a height in a range from 15 to 18 feet.

Example 1 la. A railcar of any of examples 6a through 10a, the deck having a deck interior footprint area between the front wall, the back wall, and the two sidewalls, the railcar interior containing one or more removable cargo carriers having a total footprint area that is at least 80 percent of the deck interior footprint area.

Example 12a. A railcar of any of examples la through 1 la, the interior having an interior width between the two sidewalls, the railcar containing at the interior a removable multi-shelf cargo carrier, the cargo carrier having a width that is less than 3 feet shorter than the width of the interior.

Example 13a. A railcar of any of examples la through 12a, the interior having an interior length from the front wall to the back wall, the freight car containing at the interior one or more multi-shelf cargo carriers, the cargo carriers having a total length that is less than 10 feet shorter than the interior length. Example 14a. A railcar of any of examples 6a through 13a, wherein the cargo carrier contains cargo and the railcar is loaded to a packing density of at least 70 percent.

Example 15a. A railcar of example 14a wherein: the railcar is loaded with cargo to at least 70 percent of a nominal capacity by weight, and the center of gravity of the railcar is no higher than 104 inches above a top of a rail that supports the railcar.

Example 16a. A railcar of any of examples la through 15a, wherein the railcar is autonomous and comprises: a power source and motor to propel the railcar; an electronic communication system to transmit information relating to the location of the railcar, and to receive information that includes instructions that control movement of the railcar.

Example 17a. A method of loading a railcar of any of examples la through 16a, the method comprising loading a removable cargo carrier into the interior through the top opening.

Example 18a. A method of example 17a wherein the railcar is loaded to a packing density of at least

70 percent.

Example 19a. A method of example 17a wherein the railcar is loaded to a packing density of at least

80 percent.

Example 20a. A method of placing cargo into a top-loading railcar, the railcar comprising: a deck; wheels supporting the deck; walls extending vertically from the deck to define a railcar interior; a top opening at the top of the interior defined by a top of the walls; the method comprising placing a removable cargo carrier through the top opening and into the railcar interior, with the removable cargo carrier supporting cargo.

Example 21a. A method of example 20a, the removable cargo carrier comprising vertical frame supports and one or more horizontal supports supported by the vertical frame supports.

Example 22a. A method of example 20a or 21a, wherein the railcar interior has a width that is not more than 3 feet greater than a width of the removable cargo carrier.

Example 23a. A method of any of examples 20a through 22a, wherein: the railcar interior has a length that is not more than 5 feet greater than a length of the removable cargo carrier, or the railcar interior has a height that is not more than 5 feet greater than a height of the removable cargo carrier, or, both.

Example 24a. A method of any of examples 20a through 23a, wherein: the railcar is loaded with cargo to at least 70 percent of a nominal capacity by weight, and the center of gravity of the railcar is no higher than 104 inches, above a top of a rail that supports the railcar.

Example 25a. A method of placing cargo into two or more top-loading railcars, each top-loading railcar comprising: a deck; wheels supporting the deck; walls extending vertically from the deck to define a railcar interior; and a top opening at the top of the interior defined by a top of the walls; the method comprising: with a first train on a rail line, the first train comprising one or more top-loading railcars; with a second train on a rail line parallel to the first train, the second train comprising one or more top-loading railcars; loading cargo through a top opening of a top-loading railcar of the first train; and loading cargo through a top opening of a top-loading railcar of the second train.

Example 26a. The method of example 25a comprising: loading a first removable cargo carrier through the top opening of the top-loading railcar of the first train, with the cargo being supported by the first removable cargo carrier; and loading a second removable cargo carrier through the top opening of the top-loading railcar of the second train, with the cargo being supported by the second removable cargo carrier.

Example 27a. The method of example 26a, wherein: the first removable cargo carrier comprises vertical frame supports and one or more horizontal supports, with the cargo being supported by the one or more horizontal supports; and the second removable cargo carrier comprises vertical frame supports and one or more horizontal supports, with the cargo being supported by the one or more horizontal supports.

Example 28a. The method of example 26a or 27a, wherein: the top opening of the railcar of the first train has a width that is not more than 3 feet greater than the width of the first removable cargo carrier, and the top opening of the railcar of the second train has a width that is not more than 3 feet greater than the width of the second removable cargo carrier.

Example 29a. A top-loading cargo transport vessel comprising: a deck having a deck front, a deck back, and two deck sides; a front wall extending vertically from the deck front, a back wall extending vertically from the deck back, and two sidewalls extending vertically from each of the two deck sides, the sidewalls and deck defining an interior; and a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and tops of the two sidewalls.

Example 30a. A vessel of example 29a comprising wheels, a removable roof, or both.

Example 31a. A vessel of example 29a or 30a containing a removable cargo carrier that is adapted to be placed into and removed from the interior through the top opening.

Example 32a. A vessel of example 3 la, the removable cargo carrier comprising: vertical frame supports; two or more horizontal shelves, including a bottom shelf, supported by the vertical frame supports; and open sides that allow access to the shelves.

Example 33a. A vessel of example 32a wherein the shelves can be removed from the frame by moving the shelves horizontally away from the frame.

Example 34a. A vessel of any of examples 3 la through 33a, wherein the cargo carrier contains cargo and the vessel is loaded to a packing density of at least 70 percent.

Example 35a. A vessel of any of examples 3 la through 34a, the deck having a deck interior footprint area between the front wall, the back wall, and the two sidewalls, the vessel containing one or more removable cargo carriers having a total footprint area that is at least 80 percent of the deck interior footprint area.

Example 36a. A vessel of any of examples 31a through 35a, wherein the interior has a width that is not more than 3 feet greater than the width of the removable cargo carrier. Example 37a. A vessel of any of examples 29a through 36a, wherein the vessel is autonomous and comprises: a power source and motor to propel the vessel, an electronic communication system to transmit information relating to the location of the vessel, and to receive instructions that control movement of the vessel.

Example 38a. A method of loading a vessel of any of examples 29a through 37a, the method comprising loading a removable cargo carrier into the interior through the top opening.

Example 39a. A method of example 38 wherein the vessel is loaded to a packing density of at least 70 percent.

Example 40a. A method of placing cargo into a top-loading cargo transport vessel, the vessel comprising: a deck; walls extending vertically from the deck to define a vessel interior; and a top opening at the top of the interior defined by a top of the walls; the method comprising placing a removable cargo carrier through the top opening and into the railcar interior, with the removable cargo carrier supporting cargo.

Example 41a. The method of example 40a, the removable cargo carrier comprising vertical frame supports and one or more horizontal supports supported by the vertical frame supports.

Example 42a. The method of example 40a or 41a, wherein the vessel has width that is not more than 3 feet greater than the width of the removable cargo carrier.

Example 43a. A railcar comprising: railcar container that is supported by wheels on an axel; a generator mechanically connected to the axel or a wheel; the generator adapted to generate electricity based on movement of a wheel or axel of the railcar; a battery connected to the generator; electronic devices connected to the generator, the battery, or both, the electronic devices comprising a computer processor.

Example lb. A top-loading cargo vessel comprising: a deck; a front wall extending vertically from the deck, a back wall extending vertically from the deck, and two sidewalls extending vertically from the deck; an interior defined by the sidewalls, front wall, and back wall; a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; a removable cargo carrier that is adapted to be loaded into the interior through the top opening, the carrier comprising: vertical supports, a horizontal support supported by the vertical supports; and a roof; wherein when the removable cargo carrier is loaded in the interior, the roof engages walls of the vessel and encloses the interior.

Example 2b. The vessel of example lb, wherein: the cargo carrier has a length and a width, the roof has a length and a width, the length of the roof is greater than the length of the cargo carrier, and the width of the roof is greater than the width of the cargo carrier.

Example 3b. The vessel of example 2b, wherein: the top opening has a length and a width; the length of the roof is less than the length of the top opening; and the width of the roof is less than the width of the top opening. Example 4b. The vessel of example lb or 2b, wherein: the top opening has a length and a width; the length of the roof is greater than the length of the top opening; and the width of the roof is greater than the width of the top opening.

Example 5b. The vessel of example 2b, 3b or 4b, wherein: the roof comprises a first side along the length, a second side along the length, a front end along the width, and a back end along the width; and when the removable cargo carrier is loaded in the interior, the first side engages a top of a sidewall, the second side engages a top of a sidewall, the front end engages a top of the front wall, and the back end engages a top of the back wall.

Example 6b. The vessel of any of examples lb through 5b, wherein the vessel is a railcar.

Example 7b. The vessel of any of examples lb through 6b, wherein the vessel has multiple front walls, multiple back walls, and multiple interiors.

Example 8b. The vessel of any of examples lb through 7b, wherein surfaces of the roof engage surfaces of the vessel walls to form a weather-tight seal.

Example 9b. A method of loading or unloading a vessel of any of examples lb through 8b, the method comprising: lifting the carrier vertically; and placing the carrier at the interior, with the roof covering the top opening to enclose the interior; or removing the carrier from the interior.

Example 10b. A method of loading a vessel of any of examples lb through 9b, the method comprising: loading the removable cargo carrier into the interior through the top opening; and causing the roof to contact the top of the front wall, the top of the back wall, and the tops of the two sidewalls, with the removable cargo carrier being supported within the interior.

Example 1 lb. A top-loading cargo vessel comprising: a deck; a front wall extending vertically from the deck, a back wall extending vertically from the deck, and two sidewalls extending vertically from the deck; an interior defined by the sidewalls, front wall, and back wall; a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; a removable cargo carrier that is adapted to be loaded into the interior through the top opening, the carrier comprising: vertical supports; a horizontal support supported by the vertical supports; a roof that covers the top opening when the carrier is loaded in the interior; and one or more couplers that are accessible when the removable cargo carrier is loaded in the interior and the roof is covering the top opening, the one or more couplers comprising one or more lifting surfaces that may be lifted vertically to lift the carrier.

Example 12b. The vessel of example 1 lb, wherein the one or more lifting surface are located below a height of the roof when the removable cargo carrier is loaded in the interior and the roof is covering the top opening.

Example 13b. The vessel of example 1 lb wherein the one or more lifting surface are located above a height of the roof when the removable cargo carrier is loaded in the interior and the roof is covering the top opening.

Example 14b. The vessel of any of examples 1 lb through 13b, the removable cargo carrier comprising: multiple couplers located along a length of the carrier on one side of the carrier; and multiple couplers located along a length of the carrier on a second side of the carrier; wherein each coupler comprises a lifting surface that can be engaged from below the lifting surface by a lifting surface of a spreader bar.

Example 15b. The vessel of any of examples 1 lb through 14b, wherein: the cargo carrier has a length and a width; the roof has a length and a width; the length of the roof is greater than the length of the cargo carrier; and the width of the roof is greater than the width of the cargo carrier.

Example 16b. The vessel of any of examples 1 lb through 15b, wherein when the removable cargo carrier is loaded in the interior, the roof contacts the top of the front wall, the top of the back wall, and the tops of the two sidewalls.

Example 17b. The vessel of any of examples 1 lb through 16b, wherein the vessel is a railcar. Example 18b. A method of loading a vessel of any of examples 1 lb through 17b, the method comprising: attaching the one or more couplers to a lifting device; lifting the carrier vertically; and loading the carrier into the interior through the top opening.

Example 19b. The method of example 18b, wherein: the removable cargo carrier comprises: multiple couplers located along a length of the carrier on one side of the carrier; and multiple couplers located along a length of the carrier on a second side of the carrier; each coupler comprising a lifting surface that can be engaged from below the lifting surface by a lifting surface of the lifting device; and the lifting device comprises a spreader bar having lifting surfaces that can engage the lifting surfaces of the couplers.

Example 20b. The method of example 18b or 19b, comprising: loading the removable cargo carrier into the interior through the top opening; and causing the roof to contact the top of the front wall, the top of the back wall, and the tops of the two sidewalls, with the removable cargo carrier supported at the interior.

Example 21b. A top-loading cargo vessel comprising: a deck; a front wall extending vertically from the deck, a back wall extending vertically from the deck, and two sidewalls extending vertically from the deck; an interior defined by the sidewalls, front wall, and back wall; a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; a removable cargo carrier that is adapted to be loaded into the interior through the top opening, the carrier comprising: vertical supports; a horizontal support supported by the vertical supports; and a roof that is moveable in a vertical direction relative to the vertical supports.

Example 22b. The vessel of example 21b, wherein the roof is movable vertically between: a nonloaded position at a first height position relative to the vertical supports; and a loaded position at a second height position relative to the vertical supports.

Example 23b. The vessel of example 22b, wherein with the roof in the loaded position, the cargo carrier is loaded in the interior and surfaces of the roof engage tops of the sidewalls.

Example 24b. The vessel of example 22b or 23b, wherein: the first height position is below the second height position; and the roof is connected to the vertical supports by an attachment that includes a biasing mechanism that biases the roof to the first height position, and allows the roof to move to the second height position.

Example 25b. The vessel of example 22b or 23b, wherein: the first height position is above the second height position; and the roof is attached to the carrier by an attachment that includes an adjusting device that can be controlled to move the roof from the first height position to the second height position.

Example 26b. The vessel of any of examples 21b through 25b, wherein with the removable cargo carrier loaded in the interior, the roof contacts the top of the front wall, the top of the back wall, and the tops of the two sidewalls.

Example 27b. The vessel of any of examples 21b through 26b, wherein: the cargo carrier has a length and a width; the roof has a length and a width; the length of the roof is greater than the length of the cargo carrier; and the width of the roof is greater than the width of the cargo carrier.

Example 28b. The vessel of any of examples 21b through 27b, the carrier comprising one or more couplers that are accessible when the removable cargo carrier is loaded in the interior and the roof is covering the top opening, the one or more couplers comprising one or more lifting surface that may be lifted vertically to lift the carrier.

Example 29b. The vessel of any of examples 21b through 28b, wherein the vessel is a railcar. Example 30b. A method of loading a vessel of any of examples 21b through 29b, the method comprising: lifting the carrier vertically; and loading the carrier into the interior through the top opening.

Example 3 lb. The method of example 30b, wherein: when the removable cargo carrier is loaded in the interior, the roof contacts one or more walls of the vessel; the roof is attached to the carrier by an attachment that includes a biasing mechanism that biases the roof toward a first height position and allows the roof to move to a second height position that is higher than the first height position; the method comprising: lowering the carrier partially into the interior with the roof in the first height position; further lowering the carrier to cause the roof to contact one or more walls of the vessel; and further lowering the carrier to cause the roof to move to the second height position.

Example 32b. The method of example 30b, wherein: when the removable cargo carrier is loaded in the interior, the roof contacts one or more walls of the vessel; the roof is attached to the carrier by an attachment that includes an adjusting device that can be activated to move the roof from a first height position to a second height position that is lower than the first height position; the method comprising: lowering the carrier into the interior with the roof in the first height position, until the carrier is supported within the interior; with the carrier supported within the interior, using the adjusting device to lower the roof to cause the roof to contact one or more the walls of the vessel. Example 1c. A railcar comprising a rolling component and removable cargo carriers, the railcar comprising: a rolling component comprising a deck and wheels; and removable cargo carriers capable of being loaded and un-loaded onto the rolling component, the removable cargo carriers comprising a combination of at least two different removable cargo carriers selected from types comprising: (i) a removable cargo carrier adapted to support an automobile; (ii) a removable cargo carrier adapted to support palletized cargo on multiple horizontal supports; (iii) a removable cargo carrier comprising a tank having an enclosed volume adapted to contain a fluid; (iv) a removable cargo carrier comprising a central vertical support extending along a length of the carrier and a single horizontal support adapted to support stacked cargo on both sides of the central vertical support; and (v) a removable cargo carrier comprising a bin comprising a volume adapted to contain dry (non-liquid) solid particulate material, the bin having an opening at the top to place the material into the bin, the bin having an opening at the bottom to remove the material from the bin.

Example 2c. The railcar of example 1c, wherein: the rolling component has a width; the at least two removable cargo carriers each have a width; and the width of each of the at least two removable cargo carriers is less than 100 percent of the width of the deck, and is at least 80 percent of the width of the deck.

Example 3c. The railcar of example 1c or 2c, wherein: the rolling component comprises: the deck; one or more interiors, each interior defined by sidewalls extending vertically from the deck, a front wall extending vertically from the deck, and a back wall extending vertically from the deck; a top opening at the top of the one or more interiors defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; and the at least two different removable cargo carriers are adapted to be loaded into one or more interiors through the top opening.

Example 4c. The railcar of example 3c, wherein the rolling component comprises an interior having a length, a width, and a height, and two or more removable cargo carriers have dimensions comprising: a width that is less than 100 percent of a width of the interior, but that is at least 80, 85, 90, or 95 percent of the width of the interior; a length that is less than 100 percent of a length of the interior but that is at least 80, 85, 90, or 95 percent of the length of the interior or segment; and a height that is less than 100 percent of a height of the interior, but that is at least 80, 85, 90, or 95 percent of the height of the interior.

Example 5c. The railcar of example 4c, wherein each of the at least two removable cargo carriers comprise a roof, and with the at least two removable cargo carriers loaded in the interior the roof engages the sidewalls, front wall, and backwall and encloses the interior.

Example 6c. The railcar of any of examples 1c through 5c, wherein the removable cargo carrier that is capable of supporting an automobile supports at least two automobiles oriented horizontally, with one automobile located vertically above another automobile.

Example 7c. The railcar of any of examples 1c through 6c, wherein the removable cargo carrier adapted to support palletized cargo on multiple horizontal supports has open sides or open ends to allow palletized cargo to be loaded onto the horizontal supports from a side or from an end.

Example 8c. The railcar of any of examples 1c through 7c, wherein the removable cargo carrier that comprises a tank includes an opening at a top of the tank to fill the tank. Example 9c. The railcar of any of examples 1c through 8c, wherein the removable cargo carrier that comprises a tank comprises a tank that has width, a height, or both that approximate a width, a height, or both of an interior of the rolling component.

Example 10c. The railcar of any of examples 1c through 9c, wherein the at least two different removable cargo are carriers selected from types comprising: (i) a removable cargo carrier adapted to support an automobile; (iii) a removable cargo carrier comprising a tank, having an enclosed volume adapted to contain a fluid; (iv) a removable cargo carrier comprising a central vertical support extending along a length of the carrier and a single horizontal support adapted to support stacked cargo on both sides of the central vertical support; and (v) a removable cargo carrier comprising a bin comprising a volume adapted to contain dry (non-liquid) solid particulate material, the bin having an opening at the top to place the material into the bin, the bin having an opening at the bottom to remove the material from the bin. Example 11c. The railcar of any of examples 1c through 9c, wherein the at least two different removable cargo are carriers selected from types comprising: (i) a removable cargo carrier adapted to support an automobile, (iv) a removable cargo carrier comprising a central vertical support extending along a length of the carrier and a single horizontal support adapted to support stacked cargo on both sides of the central vertical support, and (v) a removable cargo carrier comprising a bin comprising a volume adapted to contain dry (non-liquid) solid particulate material, the bin having an opening at the top to place the material into the bin, the bin having an opening at the bottom to remove the material from the bin. Example 12c. The railcar of any of examples 1c through 11c, wherein: the rolling component comprises: a front wall extending vertically from the deck, a back wall extending vertically from the deck, and two sidewalls extending vertically from the deck; an interior defined by the sidewalls, front wall, and back wall; a top opening at the top of the interior defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; and the removable cargo carriers are adapted to be loaded into the interior through the top opening, the carriers comprising: a vertical support; a horizontal support; a roof that covers the top opening when the carrier is loaded in the interior, and one or more couplers that are accessible when the removable cargo carrier is loaded in the interior and the roof is covering the top opening, the one or more couplers comprising one or more lifting surfaces that may be lifted vertically to lift the carrier.

Example 13c. A method of loading and unloading a railcar of any of examples 1c through 12c, the method comprising: loading a first removable cargo carrier onto the rolling component, the first removable cargo carrier being of a type selected from types (i), (ii), (iii), (iv), and (v); moving the rolling component and the first removable cargo carrier; then removing the first removable cargo carrier from the rolling component; and after removing the first removable cargo carrier from the rolling component, loading a second removable cargo carrier onto the rolling component, the second removable cargo carrier being of a type selected from types (i), (ii), (iii), (iv), and (v), the second type being different from the first type. Example 14c. A method transporting cargo using a railcar of any of examples 1c through 11c, the method comprising: at a first location, loading a first type of removable cargo carrier selected from types (i), (ii), (iii), (iv), and (v) onto the rolling component; transporting the railcar to a second location; at the second location, removing the removable cargo carrier from the rolling component; and at the second location, loading a second type of removable cargo carrier selected from (i), (ii), (iii), (iv), and (v) onto the rolling component, the second type being different from the first type.

Example 15c. A method of transporting multiple types of cargo using a railcar comprising a rolling component and multiple removable cargo carriers: the rolling component comprising a deck and wheels; and the removable cargo carriers are capable of being loaded and un-loaded onto the rolling component, the removable cargo carriers comprising a combination of at least two different removable cargo carriers selected from types comprising: (i) a removable cargo carrier adapted to support an automobile; (ii) a removable cargo carrier adapted to support palletized cargo on multiple horizontal supports; (iii) a removable cargo carrier comprising a container having an enclosed volume adapted to contain a fluid; (iv) a removable cargo carrier comprising a central vertical support extending along a length of the carrier and a single horizontal support adapted to support stacked cargo on both sides of the central vertical support; and (v) a removable cargo carrier comprising a bin comprising a volume adapted to contain dry (nonliquid) solid particulate material, the bin having an opening at the top to place the material into the bin, the bin having an opening at the bottom to remove the material from the bin; the method comprising: at a first location, loading onto the rolling component a first removable cargo carrier selected from types (i), (ii), (iii), (iv), and (v); transporting the rolling component and the first cargo carrier to a second location; at the second location, removing the first removable cargo carrier from the rolling component; and at the second location, loading a second removable cargo carrier onto the rolling component, the second removable cargo carrier selected from types (i), (ii), (iii), (iv), and (v) and being different from the type of the first cargo carrier.

Example 16c. The method of example 15c comprising transporting the railcar to the second location while the rolling component is part of a consist that includes the rolling component, a front adjacent railcar couple to the rolling component, and a back adjacent railcar coupled to the rolling component. Example 17c. The method of example 16c comprising, at the second location, removing the first removable cargo carrier from the rolling component without decoupling the rolling component from the front adjacent railcar, without decoupling the rolling component from the back adjacent railcar, or without decoupling the rolling component from the front adjacent railcar or from the back adjacent railcar. Example 18c. The method of example 17c comprising, at the second location, loading the second removable cargo carrier onto the rolling component without decoupling the rolling component from the front adjacent railcar, without decoupling the rolling component from the back adjacent railcar, or without decoupling the rolling component from the front adjacent railcar or from the back adjacent railcar. Example 19c. The method of any of examples 15c through 18c, wherein: the rolling component comprises: the deck; one or more interiors, each interior defined by sidewalls extending vertically from the deck, a front wall extending vertically from the deck, and a back wall extending vertically from the deck; and a top opening at the top of the one or more interiors defined by a top of the front wall, a top of the back wall, and the tops of the two sidewalls; and the at least two different removable cargo carriers are adapted to be loaded into the one or more interiors through the top opening.

Example 20c. The method of example 19c, wherein each of the at least two removable cargo carriers comprise a roof, and with the at least two removable cargo carriers loaded in the interior the roof engages the sidewalls, front wall, and backwall and encloses the interior.

Example 21c. The method of any of examples 15c through 20c, wherein the at least two different removable cargo are carriers selected from types comprising: (i) a removable cargo carrier adapted to support an automobile; (iii) a removable cargo carrier comprising a tank, having an enclosed volume adapted to contain a fluid; (iv) a removable cargo carrier comprising a central vertical support extending along a length of the carrier and a single horizontal support adapted to support stacked cargo on both sides of the central vertical support; and (v) a removable cargo carrier comprising a bin comprising a volume adapted to contain dry (non-liquid) solid particulate material, the bin having an opening at the top to place the material into the bin, the bin having an opening at the bottom to remove the material from the bin.