A modular system for transporting wind turbine blades in at least two different spatial arrangements comprising two or more root end transport frames having a height H for supporting the root end, wherein H<D (D=bolt circle diameter), and two or more first tip end transport frames having a height H1 for supporting the blade towards the tip end, each first tip end transport frame has a base frame and a support bracket provided on top of the base frame, wherein each first tip end transport frame is stackable on top of a root end transport frame and vice versa, so the system is operable to stack successive blades in an alternating root end to tip end arrangement. The first tip end transport frame is replaceable with a second end transport frame that increase the inter-blade spacing, or with a tip end or a root end distance piece.

The present disclosure relates to a securing element for securing objects, such as vehicle seats, or for clamping loads, such as luggage, to a bodywork component and a securing system having a securing element. In order to confer increased strength on the securing element and furthermore to be able to secure it to the bodywork component in an inexpensive manner with a connection of high strength being produced, it is proposed that it has a composition comprising a sheet metal component and an elongate reinforcement element, the reinforcement element being surrounded with respect to the longitudinal direction thereof at least in a region at least in a partially peripheral manner by the sheet metal component so as to be able to transmit force.

A cargo restraint system having a load bearing perimeter rail and a tie-down ring assembly. The load bearing perimeter rail further comprised of a plurality of protruding bosses with a hole within each boss. Further, a tie-down ring assembly comprised of a tie-down ring and a pin wherein the tie-down ring is inserted through the hole in the plurality of protruding bosses of the load bearing perimeter rail. Further still a method providing a cargo restraint assembly wherein the cargo restraint assembly comprises a load bearing bracket and a tie-down ring assembly, and further wherein the tie down ring assembly is capable of being altered to adapt different size brackets, tie-down rings, pins, mechanical fasteners, and adhesives for different load scenarios.

A transport system for transporting a wind turbine blade on first and second railcars that serve as load cars. A root end fixture on the first railcar is connected to a root end portion of the wind turbine blade. A mid-frame fixture on the second railcar supports a reinforced midsection of the wind turbine blade using a pair of support saddles. A tip end fixture restrains a tip end portion of the wind turbine blade against lateral movement outside of a preselected range of movement in opposite lateral directions and causing bending of the blade about the mid-frame fixture when the restraint device imparts sufficient restraining force to the tip end portion of the blade.

Load transport and retraining devices and methods for restraining industrial machines or heavy machinery, such as, turbines, to prevent displacement during adverse environmental conditions, such as, pitching and rolling seas, are provided. The devices include support structures adapted to support loads and having wheels positioned and adapted to engage rails. The wheels include a first set of wheels adapted to ride on top of the rails and a second set of wheels adapted to engage the sides of the rails and thereby retain the support structure to the rails. The devices may also include a third set of wheels adapted to also engage the sides of the rails. The devices may include brake and drive assemblies to facilitate handling. Aspects of the disclosure are uniquely adapted to turbines, but other aspects of the disclosure may restrain any industrial machine that may be exposed to adverse environmental conditions.

The present invention relates to wheel chock storage apparatuses. Specifically, the present invention provides a storage apparatus for holding auto-rack railcar wheel chocks thereon when not in use within the auto-rack railcars. The wheel chock storage apparatuses of the present invention comprise a flat base sheet or plate of metal or other rigid material, having a generally rectangular or square configuration. Legs bent at roughly ninety degree angles extend from right and left sides of the base sheet or plate. A plurality of apertures or slots may be configured centrally running from top to bottom of the base sheet, and one or more well nuts extend through the apertures or slots for installing to an auto-rack sidewall. A plurality of horizontally-disposed rods may be welded to both bent legs, with each of the plurality of horizontally-disposed rods running laterally across the base sheet from the first leg to the second leg for holding front and/or rear wheel chock teeth.

A position-limiting device includes a base and a position-limiting member rotatably provided on the base, the position-limiting device further includes a positioning member. The base has a hollow portion. The position-limiting member is switchable between a position-limiting state and a non-position-limiting state, when the position-limiting member is in the position-limiting state, the positioning member fixes the position of the position-limiting member; and when the position-limiting member is in the non-position-limiting state, the positioning member releases the position-limiting member, and at least a part of the position-limiting member is received in the hollow portion. The position-limiting member can switch between the position-limiting state and the non-position-limiting state, and the positioning member can fix the position of the position-limiting member and release the position-limiting member; and in the non-position-limiting state, at least a part of the position-limiting member is received in the hollow portion of the base.

A securing system for a freight wagon and a freight wagon are provided. The securing system includes an entrance area floor and non-entrance area floor in the freight wagon, multiple first rolling mechanisms and multiple turn position-limiting mechanisms are provided on the entrance area floor, multiple second rolling mechanisms, multiple turn position-limiting mechanisms, multiple lateral position-limiting mechanisms and multiple end position-limiting mechanisms are provided on the non-entrance area floor. With the technical solutions of the present application, loading, conveying and securing of cargo can be achieved in the shortest time on the basis of ensuring the safety and reliability of the transportation, and compared with the conventional cargo loading, the transport efficiency of the cargo is significantly increased and the cost is reduced efficiently.

The present invention relates to wheel chock apparatuses. Specifically, the wheel chock apparatuses of the present invention are utilized on railcars having automobile racks, known as auto-rack railroad cars, to hold in place a tire of an automobile thereon, restricting movement of the same during railroad transport of the same. The wheel chock apparatuses comprise a base, a ramp abutment at a front end thereof, lateral restraints at a front end thereof, and a floor grating engaging mechanism at a rear end thereof.

A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body. The active and anchor chocks: (a) have a lower height than known commercially available vehicle restraints; (b) have a smaller width than known commercially available vehicle restraints; (c) position the strap and the torque tube closer to the tire of the wheel than any known commercially available vehicle restraints; (d) take up a smaller area of each safe zone adjacent to the wheel than known commercially available vehicle restraints; (e) provide a greater strength to size ratio than known commercially available vehicle restraints; and (f) are easy to operate, install, and remove.