A locomotive suspension system includes a truck frame coupled with a locomotive body frame by one or more upper suspensions and a first motor suspension coupled with a first motor and the truck frame. The first motor is coupled with a first axle of the truck frame. The locomotive suspension system also includes a second motor suspension coupled with a second motor and the truck frame. The second motor is coupled with a second axle of the truck frame. The first and second motor suspensions are asymmetrically arranged on opposite sides of a bisecting plane of a truck wheelbase of the truck frame. The truck wheelbase extends from the first axle to the second axle along a length of the truck frame.

A locomotive suspension system includes a truck frame coupled with a locomotive body frame by one or more upper suspensions and a first motor suspension coupled with a first motor and the truck frame. The first motor is coupled with a first axle of the truck frame. The locomotive suspension system also includes a second motor suspension coupled with a second motor and the truck frame. The second motor is coupled with a second axle of the truck frame. The first and second motor suspensions are asymmetrically arranged on opposite sides of a bisecting plane of a truck wheelbase of the truck frame. The truck wheelbase extends from the first axle to the second axle along a length of the truck frame.

A railcar bogie includes: a protection target member of the railcar bogie; and a protective film including an adhesive surface stuck to the protection target member. The protective film is configured such that an impact absorbing layer and a flame-retardant layer are laminated in this order from the protection target member side. The impact absorbing layer is thicker than the flame-retardant layer.

A railcar bogie includes: a protection target member of the railcar bogie; and a protective film including an adhesive surface stuck to the protection target member. The protective film is configured such that an impact absorbing layer and a flame-retardant layer are laminated in this order from the protection target member side. The impact absorbing layer is thicker than the flame-retardant layer.

A spring arrangement for a vehicle, particularly a rail vehicle with at least one wagon and at least one bogie, wherein so as to create favorable construction conditions the spring arrangement includes at least one suspension spring, at least one pre-stressed damping spring, a contact body connected to the damping spring, and at least one first auxiliary spring, where a first longitudinal axis of the suspension spring, a second longitudinal axis of the damping spring, a third longitudinal axis of the contact body, and a fourth longitudinal axis of the first auxiliary spring are arranged parallel to each other, and where the contact body is arranged between the damping spring and the first auxiliary spring such that a low level of overall rigidity of the spring arrangement is obtained for a height adjustment of the vehicle.

A spring arrangement for a vehicle, particularly a rail vehicle with at least one wagon and at least one bogie, wherein so as to create favorable construction conditions the spring arrangement includes at least one suspension spring, at least one pre-stressed damping spring, a contact body connected to the damping spring, and at least one first auxiliary spring, where a first longitudinal axis of the suspension spring, a second longitudinal axis of the damping spring, a third longitudinal axis of the contact body, and a fourth longitudinal axis of the first auxiliary spring are arranged parallel to each other, and where the contact body is arranged between the damping spring and the first auxiliary spring such that a low level of overall rigidity of the spring arrangement is obtained for a height adjustment of the vehicle.

Disclosed herein is an apparatus for changing a traction motor and a wheel assembly out of a locomotive. The apparatus is suitable for use in the field. The apparatus comprises: (i) a frame that is dimensioned to fit under the locomotive and within a railroad track; (ii) a wheel-assembly-support system that is configured to support the wheel assembly such that the wheel assembly is clear of the track; (iii) a traction-motor-positioning system that is operable to position the traction motor with respect to the locomotive; and (iv) a drive assembly that is configured to drive the fame, the wheel-assembly-support system, and the traction-motor-positioning system under the locomotive in a reversible manner. The wheel-assembly-support system, the traction-motor-positioning system, and/or the drive assembly is/are operable by way of a remote control. Methods of changing a traction motor and/or wheel assembly out of a locomotive on a track are also provided.

Disclosed herein is an apparatus for changing a traction motor and a wheel assembly out of a locomotive. The apparatus is suitable for use in the field. The apparatus comprises: (i) a frame that is dimensioned to fit under the locomotive and within a railroad track; (ii) a wheel-assembly-support system that is configured to support the wheel assembly such that the wheel assembly is clear of the track; (iii) a traction-motor-positioning system that is operable to position the traction motor with respect to the locomotive; and (iv) a drive assembly that is configured to drive the fame, the wheel-assembly-support system, and the traction-motor-positioning system under the locomotive in a reversible manner. The wheel-assembly-support system, the traction-motor-positioning system, and/or the drive assembly is/are operable by way of a remote control. Methods of changing a traction motor and/or wheel assembly out of a locomotive on a track are also provided.

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.

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.