Abstract: A friction shoe for a railway car truck is provided. The railway truck comprises two parallel side frames, a suspension spring assembly supported by the side frames, and a bolster transversely mounted between the side frames and supported by the suspension spring assembly. Each side frame has at least one vertical support face, and the bolster has at least one sloped support face. The friction shoe comprises a sloped wall engaging the sloped support face of the bolster, a vertical wall engaging the side frame vertical support face, and a bottom base engaging and supported by a suspension control spring group which comprises three concentrically nested coil springs which provide a normal force on the column wear plate of between 3000 and 5000 pounds in the static empty railway car truck condition and between 7,500 and 12,000 pounds force under the static loaded railway car truck condition.

Abstract: A railway car truck is provided that includes two sideframes and a bolster. Each sideframe has a pedestal opening at each end to receive a bearing adapter assembly. The pedestal opening is formed by a roof section that includes a pad receiving opening. The bearing adapter assembly includes a cast steel bearing adapter that is formed to fit on top of a bearing assembly. An adapter pad, comprised of a selected hardness elastomer, is fit on top of the bearing adapter. The adapter pad includes a base section and a raised top section that is fit within the pad receiving opening in the pedestal roof section.

Abstract: A railway car truck is provided that includes two sideframes and a bolster. Each sideframe has a pedestal opening at each end to receive a bearing adapter assembly. The pedestal opening is formed by a roof section that includes a pad receiving opening. The bearing adapter assembly includes a cast steel bearing adapter that is formed to fit on top of a bearing assembly. An adapter pad, comprised of a selected hardness elastomer, is fit on top of the bearing adapter. The adapter pad includes a base section and a raised top section that is fit within the pad receiving opening in the pedestal roof section.

Abstract: An improved side bearing for railway cars is provided that achieves improved tracking and curving by the limitation of rock of the railway car. The side bearing comprises a base with a generally upwardly extending wall portion. A cap comprising a top section with generally downwardly extending wall portion is provided. The cap extends into or around the wall section of the base. Two coil springs are provided within the base that extend to the underside and support the cap. An elastomer spring is also provided that is located within an least of one of the coil springs.

Abstract: A railway car for transportation of motor vehicles. The railway car may be articulated, comprising two or more units. The railway car may have end doors which are pivotally attached to the roof of the railway car. Flexible seals may be provided along the inner and outer edges of the end doors. Ventilation in the side walls of the railway car may be provided by small diameter perforations grouped at elevations near the top and bottom of each level. The side walls may be constructed by a combination of load bearing side wall panels which function as shear plates, and vertical posts. Protection for the door edges of motor vehicles being carried in the railway car may be provided by providing a plurality of parallel horizontal strips of a relatively soft material along the inside of each side wall on each level. A flexible enclosure may be provided between adjacent car units. A heat-reflecting corrosion-resistant coating may be provided on the galvanized steel corrugated roof to extend the life of the roof.

Abstract: An improved three-piece truck system for railroad cars provides long travel side bearings for improved stability, a “wide” friction shoe design or equivalent to improve sideframe and bolster squareness, a resilient pedestal pad for improved curving performance and enhanced wear resistance, and a suspension system tuned and optimized for rail cars to have a minimum reserve capacity of less than 1.5 to improve motion control and ride quality, increase resistance to suspension bottoming, and increase hunting threshold speed. Such a motion control truck system is able to meet recent, more stringent American Association of Railroads standards, such as M-976, for railcars having a 286,000 lb. gross rail load rating.

Abstract: A long travel constant contact side bearing for railway cars provides better handling characteristics, achieving improved tracking and curving through use of various combinations of features. Such a long travel side bearing is able to meet recent stringent American Association of Railroads standards, such as M-976. Lowered spring rates, preferably less than 6,000 lb/in., help with stability and reduce set-up sensitivity. Reduced cap and base dimensions and spring design help achieve travel of at least ??. A visual inspection windows allows ready inspection. Increased service life and wear characteristics are obtained by addition of hardened wear surfaces, improved tolerances, changes to Grade E steel, increase of top contact surface flatness and coped top surface peripheral edges. Standardized sets of spring components can be mixed and matched, requiring fewer specialty parts. Interchangeability of improper components can be prevented by a combination of keying features and/or spring lockout features.

Abstract: An improved three-piece truck system for railroad cars provides long travel side bearings for improved stability, a “wide” friction shoe design or equivalent to improve sideframe and bolster squareness, a resilient pedestal pad for improved curving performance and enhanced wear resistance, and a suspension system tuned and optimized for rail cars to have a minimum reserve capacity of less than 1.5 to improve motion control and ride quality, increase resistance to suspension bottoming, and increase hunting threshold speed. Such a motion control truck system is able to meet recent, more stringent American Association of Railroads standards, such as M-976, for railcars having a 286,000 lb. gross rail load rating.

Abstract: A cast metal sideframe for use in a railway car truck has a spring seat for supporting the springs of a spring set. The sideframe is molded using a core that includes a portion for defining the exterior surface of the spring seat. The core can be a single piece or multi-piece core. The spring seat includes a plurality of aerodynamically-shaped spring retainers formed on the top face spring seat. The aerodynamic shape of the spring retainers reduces the tendency for sand to swirl and create voids during formation of the sand core that is used to mold the sideframe. The aerodynamic shape may include forming at least some of the side walls of the spring retainers at an obtuse angle with the top face of the spring seat. The spring retainers may have concave top faces so as to reduce the volume of material comprising the spring retainers.

Abstract: A long travel constant contact side bearing for railway cars provides better handling characteristics, achieving improved tracking and curving through use of various combinations of features. Such a long travel side bearing is able to meet recent stringent American Association of Railroads standards, such as M-976. Lowered spring rates, preferably less than 6,000 lb/in., help with stability and reduce set-up sensitivity. Reduced cap and base dimensions and spring design help achieve travel of at least ⅝″. A visual inspection windows allows ready inspection. Increased service life and wear characteristics are obtained by addition of hardened wear surfaces, improved tolerances, changes to Grade E steel, increase of top contact surface flatness and coped top surface peripheral edges. Standardized sets of spring components can be mixed and matched, requiring fewer specialty parts.

Abstract: A side bearing provides constant contact between a truck bolster and a railway car body. The side bearing includes a base member having a central portion mounted on top of the bolster. The base member includes end portions which extend downwardly and outwardly fore and aft beyond the bolster. A top member is mounted on the base member for vertical movement relative thereto. The end portions of the top and base members define pockets. Resilient members, such as springs, are positioned in each of the pockets for urging the top member upwardly relative to the base member. A post formed on the central portion of the top member mates with a reciprocal aperture formed on the central portion of the base member.

Abstract: A cast metal sideframe for use in a railway car truck has a spring seat for supporting the springs of a spring set. The sideframe is molded using a core that includes a portion for defining the exterior surface of the spring seat. The core can be a single piece or multi-piece core. The spring seat includes a plurality of aerodynamically-shaped spring retainers formed on the top face spring seat. The aerodynamic shape of the spring retainers reduces the tendency for sand to swirl and create voids during formation of the sand core that is used to mold the sideframe. The aerodynamic shape may include forming at least some of the side walls of the spring retainers at an obtuse angle with the top face of the spring seat. The spring retainers may have concave top faces so as to reduce the volume of material comprising the spring retainers.

Abstract: A door edge protection assembly for installation on a railcar. The railcar has a side wall, a roof rail running substantially horizontally along the top of the side wall, a roof extending upwardly and inwardly from the roof rail, and a plurality of decks for supporting vehicles thereon. The door edge protection assembly includes a door edge protection member for cushioning impacts between a vehicle door edge and at least one of the side wall, the roof rail, and the roof. In the preferred embodiment, the door edge protection assembly also includes a clip for supporting the deformable door edge protection member in the interior of the railcar. The clip lockingly engages the roof to provide positional stability of the deformable door edge protection member relative to the roof rail and roof.

Abstract: A railway car for transportation of motor vehicles. The railway car may be articulated, comprising two or more units. The railway car may have end doors which are pivotally attached to the roof of the railway car. Flexible seals may be provided along the inner and outer edges of the end doors. Ventilation in the side walls of the railway car may be provided by small diameter perforations grouped at elevations near the top and bottom of each level. The side walls may be constructed by a combination of load bearing side wall panels which function as shear plates, and vertical posts. Protection for the door edges of motor vehicles being carried in the railway car may be provided by providing a plurality of parallel horizontal strips of a relatively soft material along the inside of each side wall on each level. A flexible enclosure may be provided between adjacent car units. A heat-reflecting corrosion-resistant coating may be provided on the galvanized steel corrugated roof to extend the life of the roof.

Abstract: A railway car for transportation of motor vehicles. The railway car may be articulated, comprising two or more units. The railway car may have end doors which are pivotally attached to the roof of the railway car. Flexible seals may be provided along the inner and outer edges of the end doors. Ventilation in the side walls of the railway car may be provided by small diameter perforations grouped at elevations near the top and bottom of each level. The side walls may be constructed by a combination of load bearing side wall panels which function as shear plates, and vertical posts. Protection for the door edges of motor vehicles being carried in the railway car may be provided by providing a plurality of parallel horizontal strips of a relatively soft material along the inside of each side wall on each level. A flexible enclosure may be provided between adjacent car units. A heat-reflecting corrosion-resistant coating may be provided on the galvanized steel corrugated roof to extend the life of the roof.

Abstract: A novel method and apparatus for installing and securing auto rack side panels, either during manufacture of the auto rack railway car, or during refurbishment of the car, where covers are placed over components which clamp the panel corners. In a preferred embodiment of the invention wherein end portions of elongated dust closure plates are employed to clamp side panel corners against brackets to prevent metal-to-metal contact between the end portions of the dust closure plates and the side panel corners engaged by the end portions thereof, plate covers are installed over the end portions of the elongated dust closure plates so as to be disposed between the end portions of the dust cover plates and the panel corners, to avoid abrasion and rusting as a result of friction.

Abstract: A railway car for transportation of motor vehicles. The railway car may be articulated, comprising two or more units. The railway car may have end doors which are pivotally attached to the roof of the railway car. Flexible seals may be provided along the inner and outer edges of the end doors. Ventilation in the side walls of the railway car may be provided by small diameter perforations grouped at elevations near the top and bottom of each level. The side walls may be constructed by a combination of load bearing side wall panels which function as shear plates, and vertical posts. Protection for the door edges of motor vehicles being carried in the railway car may be provided by providing a plurality of parallel horizontal strips of a relatively soft material along the inside of each side wall on each level. A flexible enclosure may be provided between adjacent car units. A heat-reflecting corrosion-resistant coating may be provided on the galvanized steel corrugated roof to extend the life of the roof.

Abstract: A pivot plate assembly for supporting vehicles over the articulation between pivotably interconnected railway car units, and allowing rolling transport of vehicles from one railway car unit to the next. Platforms are pivotably attached to respective railway car units adjacent their interconnected ends. A vehicle has its front end portion secured to one of the pivotal platforms and its rear end portion secured to the other platform while the platforms are oriented collinearly with respect to one another. The vehicle thereby maintains the pivotal platforms collinear with one another as the railway car units pivot with respect to one another. Accordingly, the pivotal platforms remain substantially stationary with respect to the vehicle supported thereon throughout pivotal movement of the railway car units to stably support the vehicle straddling the articulation between pivotably interconnected railway car units during transport.