Abstract: A railroad car truck bolster including a first end, a first diagonal member, a transitional concave first turn of spring seat, a center rib assembly, first and second diagonal ribs, and a bottom member. The center rib assembly includes first, second, and third center ribs and a U transition. The bottom member includes thickened walls that define brake rod holes. The first diagonal member is connected to the first end via the concave first turn of spring seat. The center rib assembly is connected to the first end, the straight first diagonal member, and the first turn of spring seat. The first, second, and third center ribs are connected to one another via the U transition. The first and second diagonal ribs are connected to the first turn of spring seat. The third center rib is between the first and second diagonal ribs. The bottom member is connected to the first diagonal member.

Abstract: A bolster used in a railway car truck that has localized areas of increased strength and method of manufacturing the bolster. The bolster may comprise a center wall near each end of the bolster with a cross-section where the center wall has a tapered thickness with the top portion of the center wall being greater than the bottom portion of the center wall.

Abstract: A side frame used in a railway car truck that has localized areas of increased strength and method of manufacturing the side frame. The side frame is manufactured with a plurality of risers positioned at various locations on the same side wall to enable regions of increased strength proximate the inboard corner of the pedestal jaws and the upper and lower corners of the bolster opening.

Abstract: Exemplary embodiments include a structural system for replacing a standard beam. The standard beam has a weight per unit length, a depth in a load direction, a characteristic cross-sectional shape and a width in a cross direction substantially perpendicular to the load direction. The structural system includes a monolithic beam having the characteristic cross-sectional shape and the depth in the load direction. The monolithic beam may also have the weight per unit length. The monolithic beam includes first and second flanges connected by a transverse section. The first and second flanges extend in the cross direction and have first and second thicknesses, respectively, in the load direction. The flanges are not wider than the width in the cross direction. At least one of the flanges has the width in the cross direction. The thicknesses are different. The flanges and the transverse section are an integrated structure forming the monolithic beam.

Abstract: A bolster for a freight railway car truck relates to structural elements of freight railway car trucks. Locator recesses (8.2) with bearing surfaces (8.3) and thrust flanges (8.4) are formed in the side walls of guiding pockets (8). Wear-resistant lateral guiding plates (9) are secured within locator recesses (8.2) on the bearing surfaces (8.3), and wear-resistant inserts (10) are secured on inclined bearing seats (8.5). The use of wear-resistant lateral guiding plates (9) and wear-resistant inserts (10) protects side bearing surfaces and inclined bearing seats of guiding pockets (8) engaging with friction wedges of the shock absorber from contact wear.

Abstract: Exemplary embodiments include a structural system for replacing a standard beam. The standard beam has a weight per unit length, a depth in a load direction, a characteristic cross-sectional shape and a width in a cross direction substantially perpendicular to the load direction. The structural system includes a monolithic beam having the characteristic cross-sectional shape and the depth in the load direction. The monolithic beam may also have the weight per unit length. The monolithic beam includes first and second flanges connected by a transverse section. The first and second flanges extend in the cross direction and have first and second thicknesses, respectively, in the load direction. The flanges are not wider than the width in the cross direction. At least one of the flanges has the width in the cross direction. The thicknesses are different. The flanges and the transverse section are an integrated structure forming the monolithic beam.

Abstract: Exemplary embodiments include a structural system for replacing a standard beam. The standard beam has a weight per unit length, a depth in a load direction, a characteristic cross-sectional shape and a width in a cross direction substantially perpendicular to the load direction. The structural system includes a monolithic beam having the characteristic cross-sectional shape and the depth in the load direction. The monolithic beam may also have the weight per unit length. The monolithic beam includes first and second flanges connected by a transverse section. The first and second flanges extend in the cross direction and have first and second thicknesses, respectively, in the load direction. The flanges are not wider than the width in the cross direction. At least one of the flanges has the width in the cross direction. The thicknesses are different. The flanges and the transverse section are an integrated structure forming the monolithic beam.

Abstract: Railroad tank cars are provided that include an inner tank, an outer tank, and tank to tank clearance between the inner tank and the outer tank. Insulation and spacers can be located within the tank to tank clearance. The inner tank can shift within the outer tank, and spacers can crush, under significant force loading, such as impact forces generated during a collision or derailment. The inner tank, insulation, spacers, and outer tank thus form an energy absorbing system that reduces the likelihood that the inner tank will be breached, and that a hazardous material contained therein will be released, under such conditions.

Abstract: A brake beam assembly for a railway car truck includes a brake beam mounted between opposed side frames of the railway car truck with opposite right hand and left hand ends. A strut is coupled to the brake beam and has opposite right hand and left hand ends coupled to the brake beam. Brake heads are coupled to the brake beam and struts proximate to the right hand and left hand ends thereof. Each brake head holds a brake shoe configured to engage a wheel of the railway car truck. Paddles extend from the brake heads. The paddles have distal ends configured to be received in wear liners in corresponding side frames of the railway car truck. A separation distance between the distal ends of the paddles is adjustable.

Abstract: A running gear frame for a rail vehicle includes a central transverse beam, and two longitudinal beams connected together in a frame transverse direction via the transverse beam, wherein the transverse beam has at least a front web element, a rear web element and a transverse beam lower chord. The web elements run between the longitudinal beams in the frame transverse direction and in a frame height direction and are connected therewith and are arranged spaced apart in a frame longitudinal direction. The transverse beam lower chord extends on an underside of the transverse beam between the longitudinal beams and is connected with the web elements. Furthermore, the transverse beam lower chord extends beyond the front web element and/or the rear web element by at least 10% of the web element distance.

Abstract: A brake beam assembly for a railway car truck includes a brake beam mounted between opposed side frames of the railway car truck with opposite right hand and left hand ends. A strut is coupled to the brake beam and has opposite right hand and left hand ends coupled to the brake beam. Brake heads are coupled to the brake beam and struts proximate to the right hand and left hand ends thereof. Each brake head holds a brake shoe configured to engage a wheel of the railway car truck. Paddles extend from the brake heads. The paddles have distal ends configured to be received in wear liners in corresponding side frames of the railway car truck.

Abstract: In a bogie frame, a lateral beam disposed in the left-right direction which is the direction in which the rail ties extend is joined to left and right side beams arranged so as to extend in the front-rear direction which is the direction in which the rails extend. The lateral beam has a flat shape having a width in the front-rear direction greater than the thickness thereof in the top-bottom direction, and the lateral beam is provided with left and right joining sections joined to the side beams, and also with an intermediate section sandwiched between the left and right joining sections. The width of the intermediate section in the front-rear direction is greater than the width of the joining sections in the front-rear direction. A through-hole is formed in the intermediate section.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may include a first axle, a second axle, a plurality of wheels connected to each of the first and second axles, a frame connecting the first and second axles, and a plurality of traction motors. The railway truck may also include a bolster assembly pivotally connected to the frame. The bolster assembly may include a hollow bolster having an inlet and a plurality of outlets in communication with the inlet. The plurality of outlets may generally correspond to the locations of each of the plurality of traction motors. The hollow bolster may also include a flexible bellow extending between each of the plurality of outlets and each of the plurality of traction motors.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may include a first axle, a second axle, a plurality of wheels connected to each of the first and second axles, a frame connecting the first and second axles, and a bolster assembly pivotally connected to the frame. The railway truck may also include a traction motor configured to drive the first axle. The railway truck may further include a torque reaction link connected between an end of the bolster assembly and a side of the traction motor.

Abstract: An undercarriage cross member is disclosed for a rail vehicle. In at least one embodiment, the cross member is constructed solely from aluminum extruded sections.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may have a first axle with a first end and an opposing second end, and a second axle with a first end and an opposing second end. The railway truck may also have a plurality of wheels connected to each of the first and second axles, and an equalizer operatively supported by the first and second axles in a vertical direction. The railway truck may further have a frame, at least a first spring disposed vertically between the equalizer and the frame and configured to transfer vertical forces from the equalizer to the frame, and at least a second spring located on a side of the frame opposite the first frame and configured to transfer vertical forces from the frame to a bolster assembly.

Abstract: A railroad car truck bolster may be formed as a steel casting. That bolster may include side bearing fitting access sockets located abreast of the side bearing seats. It may also include substantially continuous internal cavities to either side of a cross-wise internal vertical web plate mounted under the center plate bowl. The truck bolster may have large brake rod apertures that have large radii of curvature, and that may be bounded internally be a shear reinforcement at the vertical plane of the truck mid-span centerline, and another shear reinforcement spaced laterally outboard of the mid-span vertical plane. The webs of the bolster may be substantially imperforate outboard of the brake rod openings. The brake rod openings may have a profile that is large enough to accept either conventional or Wabco brake rods. The end portions of the truck bolster may include bolster pockets that have both primary and secondary wedge angles.

Abstract: A coring arrangement for casting a railcar bolster, including left and right half center cores having faces defining internal surfaces of each of the bolster top, bottom, and opposing side walls from the bolster central transverse plane to a point between the left and right friction shoe pocket inner and outer walls. The coring arrangement also includes left and right top half end cores having faces defining an internal surface of the bolster top wall, and of each opposing side wall from a point between the left and right friction shoe pocket inner and outer walls to the ends of the bolster. Left and right bottom half end cores have faces defining an internal surface of the bolster bottom wall, and of each opposing side wall from a point between the left and right friction shoe pocket inner and outer walls to the ends of the bolster.

Abstract: An articulated railcar has several well car units for carrying shipping containers, highways trailers, or a combination of the two. The well car units permit the nose of a highway trailer to overhang the articulated connection between two adjacent cars. A brake valve is located in a relief formed in the main bolster of one of the articulated units, out of the way of the overhanging trailer. Each well car unit has a side beam having a roll formed top chord reinforced by a top chord plate, a downwardly extending web, and a lower sill formed of a thick angle. The service, or auxiliary, and emergency brake reservoirs are mounted in a saddle bag configuration to the outside face of the webs of the opposite side beams of the articulated unit, tucked underneath the reinforced roll formed top chord.

Abstract: A railway truck frame for a railway truck including a first side frame and a second side frame, each side frame having an inverted trapezoidal-shaped window including a first inclined side and a second inclined side. The truck frame also includes a bolster having a first end and a second end which extends transversely between the first and second side frames. Each end of the bolster includes a first inclined channel and an opposing second inclined channel. Each channel includes an exterior flange, a spaced apart interior flange, and a bearing surface located between the exterior and the interior flanges. Each inclined side of a window is adapted to be located in a respective first or second channel between the exterior flange and the interior flange of the channel and in engagement with the bearing surface of the channel.

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: An improvement in dead lever lugs for mounting on cast metal bolsters for railway trucks is disclosed. The bolster has two side walls. The side walls have angled portions that meet in radii along the junctures of the angled portions. The dead lever lug has two arms joined by a bridge section. Each of the arms has a mounting surface that is shaped to mate with the shape of one of the angled surfaces of the bolster. The mounting surfaces of the dead lever lug arms are separated by a gap. When the dead lever lug is mounted on the bolster, the dead lever lug straddles the juncture of the angled portions of the side wall. One mounting surface of each arm is positioned against one of the angled portions of the side wall and the gap overlies the juncture of the two angled portions of the side wall. With the dead lever lug of the present invention, no flat raised mounting area is needed on the side wall of the bolster.

Abstract: Center filler plates for mounting on draft sills of railway car underframes are disclosed. The center filler plates have four pockets surrounding a hub. The pockets are shallower than in the prior art, and the walls defining the pockets meet in radii having larger radii of curvature than in the prior art. The shallower pockets and larger radii of curvature facilitate removal of the casting from the molding sand in the cope and drag sections of the mold. The formation of burned-in sand is limited in the present invention, and any burned-in sand that does form is also more easily removed from the center filler plates of the present invention. The base portion of the center filler plates is not as high as in the prior art. The ribs of the center filler plate and the walls of the hub are thicker than in the prior art to provide the needed strength to the center filler plates.

Abstract: An articulated railcar has several well car units for carrying shipping containers, highways trailers, or a combination of the two. The well car units permit the nose of a long highway trailer to overhang the articulated connection between two adjacent cars. A brake valve is located in a relief formed in the main bolster of one of the articulated units, out of the way of the overhanging trailer. Each well car unit has a side beam having a roll formed top chord reinforced by a top chord plate, a downwardly extending web, and a lower sill formed of a thick angle. The service, or auxiliary, and emergency brake reservoirs are mounted in a saddle bag configuration to the outside face of the webs of the opposite side beams of the articulated unit, tucked underneath the reinforced roll formed top chord.

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 bogie for a railway vehicle which is supported on wheels mounted on at least two axles wherein the bogie includes a chassis which includes at least one housing in the form of a tubular beam which receives a side member which connects the at least two axles. The side member is selected based upon the anticipated use of the railway vehicle to which the bogie is to be secured.

Abstract: An articulated railcar has several well car units for carrying shipping containers, highways trailers, or a combination of the two. The well car units permit the nose of a highway trailer to overhang the articulated connection between two adjacent cars. A brake valve is located in a relief formed in the main bolster of one of the articulated units, out of the way of the overhanging trailer. Each well car unit has a side beam having a roll formed top chord reinforced by a top chord plate, a downwardly extending web, and a lower sill formed of a thick angle. The service, or auxiliary, and emergency brake reservoirs are mounted in a saddle bag configuration to the outside face of the webs of the opposite side beams of the articulated unit, tucked underneath the reinforced roll formed top chord.

Abstract: A railway vehicle bogie made of composite material which includes at least one elongated rigid support secured in a chassis made of composite material. The support is adapted to removably receive fasteners for mounting functional elements of the bogie at a plurality of locations along the length of the support. The process includes disposing the elongated rigid support in a mold before the bogie chassis is cast.

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: An articulated railcar has several well car units for carrying shipping containers, highways trailers, or a combination of the two. The well car units permit the nose of a long highway trailer to overhang the articulated connection between two adjacent cars. A brake valve is located in a relief formed in the main bolster of one of the articulated units, out of the way of the overhanging trailer. Each well car unit has a side beam having a roll formed top chord reinforced by a top chord plate, a downwardly extending web, and a lower sill formed of a thick angle. The service, or auxiliary, and emergency brake reservoirs are mounted in a saddle bag configuration to the outside face of the webs of the opposite side beams of the articulated unit, tucked underneath the reinforced roll formed top chord.

Abstract: An improvement in cast metal bolsters for railway trucks is disclosed. The bolster has a top wall, a bottom wall and sidewalls. All of the walls have interior and exterior surfaces. Two transverse ribs extend between the top wall and bottom wall and two spaced longitudinal ribs extend from the top wall to the bottom wall. The bolster has a top portion, a bottom portion, a central vertical longitudinal plane between the sidewalls and a perpendicular vertical transverse plane. The transverse ribs have opposite faces in the top portion and in the bottom portion. A vertical plane extends between the opposite faces of the transverse ribs in the top portion and in the bottom portion. The opposite faces of the transverse ribs in the top portion do not diverge from a vertical plane in the same direction and opposite faces in the bottom portion that do not diverge from a vertical plane in the same direction. The transverse ribs may have a vertical plane of symmetry.

Abstract: A truck mounted brake system comprising a brake cylinder mounted on a truck bolster, having a cylinder rod extending through the bolster, wherein a series of elongated slots are provided in the second sidewall and the intermediate webs of the bolster to facilitate access to mounting bolts for the brake cylinder. The slots are dimensioned to avoid unnecessary weakening of the bolster. In the preferred embodiment, the brake cylinder is positioned so that the pivot point at which the cylinder rod joins the brake lever is substantially coaxial with the brake cylinder bushing when the cylinder rod is in its extended, loaded position. Interior and exterior surfaces of the bolster sidewall which the brake cylinder and its associated fasteners engage are preferably substantially planar to avoid loosening of the fasteners over time due to surface irregularities.

Abstract: A freight car truck utilizes a bolster which extends laterally between two side frames. The bolster outer ends extend through openings in the side frames. Four gibs are located on each outer end. Two are inboard of the side frame and two outboard of the side frame. The gibs are generally rectangular metal bars welded to vertical sides of the bolster. Each gib has a gage side which is perpendicular to the mounting side and which faces an adjacent gib. A seam, formed during manufacturing of the gib, extends around the longitudinal perimeter of the gib. The seam is in a plane which is parallel with the flat portion of the gage side and does not intersect the gage side.

Abstract: A bolster for a railroad car truck is described as having a generally hollow, box-like construction between its opposing ends which are transformed into I-shaped sections which are rigidly secured to the sideframes. The box-like frame provides the stiffness or rigidity necessary to resist high vertical and longitudinal loads which can cause the bolster to bend during operation of the truck. The I-shaped sections are relatively more flexible than the box-like frame to accommodate or absorb the twist loads that are encountered while being rigid enough to resist the loads that can cause the bolster to bend.

Abstract: A rolling-stock bogie frame has a ladder-shaped frame structure comprising side beams and cross beams, each of which has a trough-shaped part with an open upper part and a reinforcing member secured to the trough-shaped part to cover and close the open upper part thereby to form a closed box beam with a utilizable hollow interior. Each of the trough-shaped part and reinforcing member comprises spaced apart inner and outer sheathings of fiber-reinforced plastic material and honey-comb members inserted between and bonded to the inner and outer sheathings. The bogie frame affords high strength with low weight. The hollow interior of the beam provides an equipment space for accommodating an air reservoir and piping for the pneumatic and hydraulic systems.

Abstract: The invention relates to a multi-axle running carriage for rail vehicles having two longitudinally, extending cast side walls (1, 2) and a transverse connecting assembly which are disposed axisparallel between two axles (3, 4) and are connected to the side walls, the side walls (1, 2) and the transverse connecting assembly forming a substantially H-shaped running carriage frame bearing a spring-mounted vehicle frame which can be fitted on, the load transmitting transverse connecting assembly provided being a transverse leaf spring (9) which consists of a number of spring leaves (14-19) and which bears in its central zone the lower part (10) of a bogie pivot at the connection of the vehicle frame and which is retained by its ends in the side walls (1, 2).

Abstract: A bolster of a railroad car truck is shallow and has a unique reinforcement rib which extends longitudinally of the bolster between a pair of stops which are designed to engage adjacent abutments which are carried by a transom to limit relative axial movement between the bolster and transom. The transom is generally flat and is provided with an elongated slot between the abutments to receive the reinforcement rib should the bolster, under load, deflect toward the transom a distance where the rib would contact the transom, if it were not for the slot in the transom.

Abstract: A railway car suitable for rotary or bottom dump unloading. The body bolster is fitted with vents to permit a heating of the slope floor at the ends of the car to thaw the lading prior to unloading.

Abstract: The present invention provides a railway truck bolster with an improved brake attachment assembly. The top web section of the bolster has outer walls extending downwardly therefrom, which outer walls terminate in the lower section of the bolster. A centerplate is located on the top section of the bolster intermediate the ends thereof. Two bolt receiving openings are located to one side of the centerplate in one of the bolster walls. The bolt receiving openings are laterally spaced from each other and are located just below the top section of the bolster. A flange extends upwardly from the wall of the bolster and is located generally laterally between the two bolt receiving openings in the wall. The flange extends upwardly above the top section of the bolster and includes a bolt receiving opening. A recess extends longitudinally from the flange across at least a portion of the top section of the bolster. Furthermore, the underside of the top section of the bolster is reinforced below the recess.

Abstract: The present invention provides a three axle railway truck. The truck comprises three wheelsets supporting two parallel sideframes. Each sideframe comprises two sections. One wheelset is located near the longitudinal middle of the sideframes, with the two other axle wheelsets located near either end of the sideframes. Two bolsters extend laterally across between these sideframes, with each bolster located between the center axle and an end axle. The bolster ends are received in pockets in the sideframes. Each bolster has a centerplate structure receiving a pin as part of an articulated connection spanning between and connecting the bolsters.

Abstract: A railway vehicle bolster having an air brake system air reservoir formed integrally in a cavity defined by a top web and side walls of said bolster by enclosing the cavity with end walls and a bottom wall. Air inlet and outlet means provide communication between the air brake system and the reservoir.

Abstract: A bolster having a plurality of flat surfaces on the opposite side thereof arranged to provide a surface on which the saddles of an air brake assembly are fastened.

Abstract: A railway car body structural arrangement has a bolster fabricated from plates and formed on the upper surface of a bottom closure member of the body of a railway car and rigidly affixed to a bolster post at each side of the car. The lower portions of the bolster posts are affixed to the bolster assembly adjacent to the upper surface of the bottom closure member to enable use of a continuous side sill member on the car. Bearing surfaces which limit the transverse angular movement or roll of the car body with respect to a truck are attached to and project downward from a lower surface of the frame of the truck which is supportingly and pivotally engaged with the center sill substantially directly beneath the bolster.

Abstract: A railway vehicle truck friction shoe pocket including a sloped wedge wall and longitudinally spaced depending walls of which at least one of the inner planar faces is provided with one or more relieved sections.

Abstract: An all purpose railroad car for transporting trailers and containers, having an elongated frame adapted to be supported by wheel trucks, combined hitch and container bolster means adjacent one end of the car frame for selectively receiving and releasably retaining a trailer king pin and one end of a container, and means spaced from the combined hitch and container bolster means for selectively receiving and supporting the wheels of a trailer and the other end of a container. The car may be a light-weight skeletal frame including an elongated center sill, wheel trucks at opposite ends of the center sill supporting said center sill, each wheel truck including a single axle. Cushioning means may be provided between the combined hitch and container bolster means and the frame operable to oppose longitudinal movement of the lading relative to the frame.

Abstract: A self-steering radial truck having steering arms with side arms, the side arms being contoured and located so that they provide visual and physical access to the trucks brake beam head and brake shoe, place said cross beam at a position clear of the brake beam and car body members and position the connecting post at a preferred location to prevent interference with one of the standard bolster brake rod openings for interconnection with the mating steering arm by a metal male member on one connecting post member slidably engaging a recess in the other connecting post member with metal to metal contact and means to provide for angling articulation of the two arms and the associated wheelsets.

Abstract: A railway-vehicle truck has a support structure in the form of a horizontal rectangular plate the opposite ends of which carry respective transverse tubular supports. Each tubular support mounts a shaft the two ends of which carry respective arms. Each arm rotatably mounts a railway wheel. Between each shaft and its corresponding tubular support are provided bushes of elastomeric material which permit misalignment of the shaft and support as the vehicle traverses a bend. The horizontal plate of the support structure is formed with a rectangular aperture mounting a sliding block for sliding movement transversely of the truck, though limited play is also provided for longitudinally of the truck. A truck pivot pin extends vertically down from the vehicle body through a central hole in the sliding block. Upper and lower plate elements are carried by the pivot pin and serve to sandwich upper and lower annular elements of elastomeric material between themselves and the facing surfaces of the support structure.

Abstract: A truck bolster ring is described comprising an annular ring adapted to be secured to the truck bolster and having inner and outer diameters. A wear resistant surface is electrically welded to the inner diameter of the ring to increase the useful life of the ring.

Abstract: A bolster for use in a railroad car truck has spring seat areas at the outer ends and a generally central section intermediate the spring seat areas and generally of substantially greater depth than the spring seat areas. A vertical reinforcing rib extends from the central section into the spring seat areas. The central section has slanted bottom walls which merge with the bottom walls of the spring seat areas. The spring seat areas and central section are subject to loading in opposite vertical directions thereby creating areas of localized bending stress at the junction of the spring seat bottom walls and the central section slanted bottom walls. The improvement of the present invention is specific to means for reducing such localized bending stress and includes vertical reinforcing rib means extending from the spring seat areas into the central section and being positioned on opposite sides of the vertical reinforcing rib.

Abstract: A railway car truck bolster is formed of channel cross section tension and compression members and a reinforced web joined together by welding to form a reinforced I-beam as the primary structural unit for the bolster. The welds joining the main structural elements are disposed to be stressed in shear rather than tension or compression for optimum fatigue performance.