Abstract: A railcar system that includes a railcar with a discharge opening and a longitudinal gate positioned adjacent to the discharge opening. The system further includes a driving system connected to the longitudinal gate that is configured to move the longitudinal gate between a closed position and an open position. The system further includes a controller connected to the driving system that causes the driving system to position the longitudinal gate in the closed position, position the longitudinal gate in the open position, and position the longitudinal gate to remain an at least partially open position. The longitudinal gate is less than fully open when the longitudinal gate is in the at least partially open position.

Abstract: A railcar system that includes a railcar with a discharge opening and a longitudinal gate positioned adjacent to the discharge opening. The system Further includes a driving system connected to the longitudinal gate that is configured to move the longitudinal gate between a closed position and an open position. The system further includes a controller connected to the driving system that causes the driving system to position the longitudinal gate in the closed position, position the longitudinal gate in the open position, and position the longitudinal gate to remain an at least partially open position. The longitudinal gate is less than fully open when the longitudinal gate is in the at least partially open position.

Abstract: A railcar system that includes a railcar with a discharge opening and a longitudinal gate positioned adjacent to the discharge opening. The system further includes a driving system connected to the longitudinal gate that is configured to move the longitudinal gate between a closed position and an open position. The system further includes a controller connected to the driving system that causes the driving system to position the longitudinal gate in the closed position, position the longitudinal gate in the open position, and position the longitudinal gate to remain an at least partially open position. The longitudinal gate is less than fully open when the longitudinal gate is in the at least partially open position.

Abstract: According to some embodiments, a railcar comprises an underframe, a pair of sidewall assemblies, a pair of end wall assemblies, and one hopper bay formed between the pair of sidewall assemblies and the pair of end wall assemblies. The one hopper bay includes a longitudinal discharge opening extending the length of the hopper bay. The one hopper bay may extend the length of the railcar. The railcar may further comprise one or more longitudinal discharge gates coupled to the hopper bay and configured to cover the longitudinal discharge opening. The one or more longitudinal discharge gates are movable away from the longitudinal discharge opening, thereby allowing lading within the hopper to discharge through the longitudinal opening.

Abstract: A railcar system that includes a railcar with a discharge opening and a longitudinal gate positioned adjacent to the discharge opening. The system further includes a driving system connected to the longitudinal gate that is configured to move the longitudinal gate between a closed position and an open position. The system further includes a controller connected to the driving system that causes the driving system to position the longitudinal gate in the closed position, position the longitudinal gate in the open position, and position the longitudinal gate to remain an at least partially open position. The longitudinal gate is less than fully open when the longitudinal gate is in the at least partially open position.

Abstract: A hydraulic parking brake assembly for a railroad vehicle braking system comprising a hydraulic actuator capable of being mounted on or engagable with the braking system and a lever arrangement connected to the hydraulic actuator which moves in accordance with activation of the hydraulic actuator and initiates a braking sequence. The lever arrangement is associated with the force transfer lever of the air cylinder such that upon movement of the lever arrangement, a force is applied to this force transfer lever causing this force transfer lever to rotate in a counterclockwise direction to apply the appropriate forces to the push rod within the brake cylinder and to a force transmitting member within the braking system to effect activation of the parking brake assembly.

Abstract: A steering arm assembly for use with railway car trucks having pivotal frames and brake systems is disclosed. The steering arm assembly has two U-shaped sub-assemblies. Each sub-assembly has two side arms connected by a center arm. The side arms each have vertical open paths between top and bottom holes in their surfaces and open side paths through side access holes in their sidewalls. The open side paths intersect the vertical open paths. The vertical open paths are positioned to be aligned over the brake system brake shoe keys and the side access holes are positioned to be aligned with the side windows in the side frame. When it is desired to remove or replace a brake shoe, the brake shoe key may be moved upwardly through the vertical open path. This movement may be facilitated through use of a tool inserted through the side access hole and open side path in the side arm. A method of changing brake shoe keys and the combination of such a steering arm assembly in a railway car truck is also disclosed.

Abstract: Prior art railcar bolsters and friction shoe assemblies were constructed such that the friction shoe was tightly restrained within the friction shoe pocket. The present invention utilizes a friction shoe sled for promoting lateral sliding of the friction shoe assembly within a laterally wider bolster friction shoe pocket. The sliding mechanism incorporates the use of an pad is countersunk into the floor of the friction shoe pocket and the base of the sled. The sled is fitted underneath the friction shoe to support the friction shoe biasing spring as well as the friction shoe. The top of the sled has a post attached to it, for insertion into the bottom of the friction shoe biasing spring. The bottom of the sled preferably has the elastomeric pad attached to it, although it can be smoothly machined, so that the bottom surface of the sled slides along the elastomeric pad anchored to the friction shoe pocket floor.