What sphinx of cement and aluminum bashed open their skulls and ate up their brains and imagination? Ashcans and unobtainable dollars! Children screaming under the stairways! Boys sobbing in armies!
Read our short history of this interesting machine below, and learn more about the Wheels of Time PC Piggy-Packer on our product pages. The loading and unloading of truck trailers from these flat cars was accomplished by way of a ramp at one end of the train, with a truck-tractor used to pull the trailer on and off the train.
Furthermore circus loading required a very skilled driver, one able to navigate the narrow confines of a flatcar, especially when backing up to pick up a trailer.
SP worked with Nelson to further modify the loader to handle trailers. The lifting device had a pair of short forks and a pivoting arm that engaged the trailer floor from the opposite side.
The production model was called the P, came with a 70, lb lift capacity, and featured an extended-width grapple frame. Shortly after came the largest-ever single Cotton electric essay contest for the Piggy-Packer: The Central had realized that the Flexivan was a dead-end technology, and that improved clearances east of Albany were facilitating the conversion to TOFC.
The Central decided that the Piggy-Packer was superior to the crane lift because the terminals required little or no modifications.
It tended to tilt the trailer as it was being lifted causing loads to shift on the inside. Further, it required a ft clearance on the far side of the trailer due to the pivoting grapple frame. Southern Pacific PC loading a Seatrain container.
The boom on the PC and P was redesigned to eliminate the tilting of the trailers during lifting by including a pair of horizontal stabilizing bars that served as a parallelogram. Folding grapple arms replaced the clamshell lift mechanism, eliminating the feet clearance required with the ' Further, byISO standards had been established for the emerging maritime container business, replacing the proprietary lift mechanisms for SeaLand, Matson and others.
Nelson saw the growth potential in adapting the Piggy-Packer for container handling, and chose the lift mechanism that had been developed by Ropco Corp. Furthermore, lift capacity was beefed up to 90, lb 45 tons.
Paul Brezicki photo With the commercial success of the Piggy-Packer well-established, FWD Wagner was reluctant to assume all manufacturing and development. Raygo went on to develop the Piggy-Packer as a part of the Raygo Wagner intermodal product line.
They were fabricated in Portland with parts made by Clark. The line eventually included the following models: PC with a 90, lb lift capacity; PC with a 80, lb lift capacity. The PC had a shorter wheelbase than PC The Port Packers were similar to the PC, but had a shorter wheelbase, slightly higher operator's cab, and a detachable spreader for lifting containers.
Stac-Pac were developed and used by the Southern Pacific in lifting containerized automobiles on to railroad flat cars. Auto containers were open at the ends and held GM autos three high. They had a revolving mechanism that rotated horizontally to facilitate the loading of autos into the container and then rotated the container 90 degrees to be placed on a railroad flat car.
It seems that the SP tried using PCs for lifting these short open-ended auto containers but the operation required more maneuverability than the '90 had. The Competition In the North American market, the PC had competition in the Marathon LeTourneau "LeTro-Porters", which were powered by a diesel-electric drive system much like a locomotive, and had a winch-lift system.
A number of railroads used the LeTro-Porters, including the Santa Fe Railway, to supplement their overhead-lift cranes.Dear Twitpic Community - thank you for all the wonderful photos you have taken over the years.
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