Abstract: An auxiliary suspension for hydraulic or pneumatic railway car suspensions is disclosed. The auxiliary suspension includes a bumper assembly which is located below the railcar body. The bumper assembly further includes a bumper pad that is retracted when a certain level of pressure is present in the hydraulic or pneumatic suspension. In a retracted position, the passenger car has room to “kneel” at a station platform to align the car floor height with the station platform height. When pressure in the hydraulic or pneumatic suspension is absent, the bumper pad of the auxiliary suspension extends to allow safe operation of the passenger train.

Abstract: A load weigh valve assembly for a railway car is provided. The load weigh valve assembly is mounted to the truck frame on primary sprung trucks to enable actuation of the load weigh valve pivot arm. The load weigh valve assembly is also mounted to the truck frame so as to eliminate the problems associated with oscillating and sliding motion at the load weigh valve pivot arm. In addition, the undesirable valve actuation that occurs due to car roll is eliminated.

Abstract: There is disclosed a lightweight truck sideframe for use in a railway car. The truck sideframe is of lighter weight than conventional truck sideframes because of the removal of the double wall of the truck sideframe tension member, leaving a single wall tension member. Removal of this significant mass of metal requires reinforcement of the truck sideframe in several areas including in the tension member below the spring seat, in the compression member, and at the side wall window. The resulting truck sideframe construction is of lighter weight than conventional truck sideframes and exceeds the Association of American Railroad's requirements for strength and durability.

Abstract: A high strength steel alloy for use in manufacturing railway car components. The alloy has a chemical composition that meets the industry required specifications for B grade steel and exhibits better mechanical properties, such as higher yield and tensile strengths. Secondary benefits of the inventive steel alloy include enhanced weldability and improved fatigue resistance.

Abstract: A load weigh valve assembly for a railway car is provided. The load weigh valve assembly is mounted to the truck frame on primary sprung trucks to enable actuation of the load weigh valve pivot arm. The load weigh valve assembly is also mounted to the truck frame so as to eliminate the problems associated with oscillating and sliding motion at the load weigh valve pivot arm. In addition, the undesirable valve actuation that occurs due to car roll is eliminated.

Abstract: A disc brake assembly for a railway truck is provided. The truck includes at least two wheel axle sets and brake discs mounted to the wheel axle sets. Extending between the wheel axle sets is a longitudinally extending truck frame. Also extending between the wheel axle sets and supporting the truck frame via primary springs are equalizer beams that further extend beyond the wheel sets and through an opening in the truck frame. Disc brake calipers are mounted to the equalizer beams with the caliper engaging the brake discs of the wheel sets. The assembly results in the brake discs and calipers being unsprung. In other words, the brake discs and calipers do not move relative to each other.

Abstract: There is disclosed a light weight truck bolster for railway car trucks. Metal has been removed in the compression and tension members of the bolster near the center bowl. One longitudinal rib is located in each end of the bolster arms and a pair of transversely extending vertical ribs are located on opposing sides of the center bowl and extend from the tension member to the compression member. The disclosed light weight truck bolster satisfies the Association of American Railroads (“A.A.R.”) design qualifications for truck bolsters while weighing significantly less than traditional truck bolsters.

Abstract: There is disclosed a light weight truck bolster for railway car trucks. Metal has been removed in the compression and tension members of the bolster near the center bowl. One longitudinal rib is located in each end of the bolster arms and a pair of transversely extending vertical ribs are located on opposing sides of the center bowl and extend from the tension member to the compression member. The disclosed light weight truck bolster satisfies the Association of American Railroads (“A.A.R.”) design qualifications for truck bolsters while weighing significantly less than traditional truck bolsters.

Abstract: A railway vehicle truck assembly comprises the following, in part: wheel sets having longitudinally spaced, transversely extending axles, and wheels mounted to the axles; transversely spaced longitudinally extending truck frames mounted to the axles; and a transversely extending bolster mounted to the truck frames. The bolster has a center bowl and opposed, elongated bolster arms extending from the center bowl. An underslung equalizer beam is located below the axles and mounted to the axle boxes. Brake beam guides are located in the equalizer spring seats which are located on the underslung equalizer beam. The equalizer beam is hot-box detector compatible so as to not interfere with the axle bearing detection scanners located alongside the railroad track.

Abstract: There is an electric railway truck comprising an unsprung third rail collector beam for a swing arm primary suspension. The collector beam and attached current collector is mounted to the truck frame through the use of mounting adapters, links, and elastomeric bushings. Specifically, in the vicinity of the swing arm axle housings, the collector beam is secured to the mounting adapters which, in turn, are suspended below the respective axle housings by the links and accompanying elastomeric bushings. The torsional deflection of the elastomeric bushings permit the links to swing in the longitudinal direction, thereby accommodating the relatively larger angular and longitudinal axle housing motions created by a swing arm primary suspension.

Abstract: There is disclosed a method for compensating for wheel wear to maintain a constant car floor height above the railroad track where the compensating shim is at all times attached to the railway truck. The method comprises generally the steps of providing a wheel wear compensating shim that, when not being used, is removably attached to the underside of the bearing housing or other suitable location, lifting of the side frame away from the primary suspension, disposing the compensating shim between the side frame and the primary suspension, and finally lowering the side frame back onto the shim and primary suspension. The railway truck can thus be shimmed for wheel wear at any location where the side frame and accompanying car body can be lifted without the need to take the railcar to a retrofit service shop.

Abstract: A railway vehicle truck assembly comprises the following, in part: wheel sets having longitudinally spaced, transversely extending axles, and wheels mounted to the axles; transversely spaced longitudinally extending side frames mounted to the axles; and a transversely extending bolster mounted to the side frames. The bolster has a center bowl and opposed, elongated bolster arms extending from the center bowl. The bolster arms each form spaced structural walls, a first of the structural walls of the bolster arms having a bolster anchor fitting defined thereon, and a second of the structural walls having a bolster anchor opening defined therethrough. The structural walls further define an inner cavity between the walls, and bolster anchors connect the side frames to the bolster. The bolster anchors are located transversely between the side frames, further extend to the fittings, and extend at least in part through the inner cavity of the bolster and the bolster anchor openings to brackets on the side frames.

Abstract: A coupler is provided for a railroad rotary dump car. The coupler comprises a coupler housing, a coupler head, a buff loading shim, and as most preferred, a plurality of spring tabs, and spring tab fasteners. The coupler housing defines a coupler cavity with a cavity end. The coupler head has a spindle, is mounted to the coupler housing, and is adapted for rotary movement relative to the housing. The spindle has a spindle end adjacent the cavity end. The shim interposes the spindle end and the cavity end. The spring tabs are spaced one from another. Each includes a spring portion and a fastener portion. The fastener portions provide for removable fastening of the spring tabs to the coupler housing. The spring portions bias the shim against the cavity end and away from the spring tabs. The spring portions are curved relative to the fastener portions. The spring tab fasteners removably fasten the spring tabs along the fastener portions to the coupler housing adjacent the shim.

Abstract: A railway truck leveling valve arrangement for improved railway car floor height control comprises a pneumatic level regulating valve, a rigid, lightweight bar, and a leveling valve linkage. The level regulating valve is connected to and mounted above a secondary air spring suspension. The rigid, lightweight bar extends between the axleboxes of the railway truck wheelsets, the railway truck wheelsets being coupled to a primary suspension. The leveling valve linkage connects the level regulating valve and the rigid bar. The level regulating valve senses spring deflection in both the primary and secondary suspensions and signals the secondary air spring suspension to compensate for both deflections. Consequently, the correction of the overall railway car floor height by the secondary suspension provides more precise car floor to station platform height control.

Abstract: A light weight draft arm is provided for use in a railway car. The draft arm includes a center plate with a significant amount of material removed and lateral support members inboard and outboard of the center plate transversing the side walls. Removal of the material around the center plate along with the addition of the lateral support members decreases the overall weight of the draft arm while still maintaining its strength. With the exception of the enhancements around the center plate, the draft arm is conventional.

Abstract: A lightweight and topless draft arm is disclosed for use in a railway car. The draft arm includes an open top surface with the metal layer removed, lateral support members and tiebars transversing the side walls for greater draft arm strength, and thinner side walls below the keyslots. Removal of the top surface of the draft arm eliminates the traditional double layer of material formed by the bottom of the car body and the top of the draft arm. Effectively, the bottom of the car body becomes the top of the draft arm resulting in a lighter weight railway car.

Abstract: A railway Type H tightlock coupler locklift assembly for coupling railway cars comprises a Type H rotary locklift toggle, a Type H rotary locklift lever, and a rivet connecting the rotary locklift toggle to the rotary locklift lever. The Type H rotary locklift lever further comprises a standard flange or finger for operatively engaging a coupler operating rod and a second opposing flange or finger that abuts the coupler operating rod. The second opposing flange or finger prevents unintentional rotary motion of the rotary locklift lever by acting on or abutting against the locked operating rod, thereby preventing unintentional uncoupling of the railway cars when coupler components of such cars are struck by flying debris.

Abstract: A side frame for a railway car is disclosed comprising a pedestal jaw and an integral crown shaped pedestal jaw roof. A liner matching the shape of the crowned pedestal jaw roof is removably mounted to the pedestal jaw roof. In operation, the crown shaped pedestal jaw roof and snap-on liner reduce wear on the pedestal jaw roof and permit swinging of the side frames relative to the railcar axles. The integral crown shaped pedestal roof and snap-on liner eliminate the traditional rocker seat, shims, and welded retainers, thereby reducing the maintenance and cost of traditional side frames.

Abstract: A railroad hopper car for carrying loads of commodities comprises spaced trucks and a car body supported on the spaced trucks. The car body includes an underframe having a center sill, with discharge openings, the center sill in the area of the discharge openings toward the loaded commodities having surfaces sloped toward the discharge openings. The underframe has members connecting the car body to the spaced trucks. These members have shapes distinct from the shape of the center sill. The car body further includes transition members between the center sill and underframe members connecting the car body to the spaced trucks. The transition members along the center sill are sized and shaped to fit with the center sill, and the transition members along the underframe members are sized and shaped to fit with the underframe members. The transition members transition between the center sill and underframe members, allowing the center sill to have sloped surfaces while the underframe members have other shapes.

Abstract: An articulated connector for railroad cars comprises first and second connector members pivotally connected to each other at inner ends through a pin to permit vertical, rotational and horizontal pivoting of the connector members. The connector members have opposed ends proportioned to each welded to a railroad car sill. The articulated connector may be attached to a railroad truck which holds the connector and the ends of both connected cars. Pin bearing block means are carried in the articulated connector and abut the pin. Preferably, slack adjusting wedges are used to urge the pin against the pin bearing block, with the slack adjusting wedge means being laterally positioned in the connector. Side apertures are then provided for access from the exterior to the slack adjusting wedge means.