A rail gear assembly includes a base, a first wheel arm, and a second wheel arm. The rail gear assembly may include actuators that move the first wheel arm and second wheel arm between retracted positions and extended positions. The actuators may permit adjustment of the first wheel arm and the second wheel arm in their respective extended positions such that a net adjustment of the first wheel arm and the second wheel arm with respect to the base is approximately zero.

A rail-guided permanent way machine is operated by means of a control device in such a way that at least one state variable (Z) of the permanent way machine is determined in dependence on an operating state, and the at least one state variable is compared to at least one pre-defined limit value (G.sub.W, G.sub.S) for monitoring a derailment safety of the permanent way machine. Thus, the derailment safety of the permanent way machine is determined in accordance with the current operating state and monitored. As a result, the permanent way machine has an expanded operating range and increased performance and thus increased efficiency.

A rail gear assembly includes a base, a first wheel arm, and a second wheel arm. The first wheel arm may have a first end pivotally coupled to the base at a first arm connection and may have a second end rotatably connected to a first wheel by a first axle. The second wheel arm may have a first end pivotally coupled to the base at a second arm connection and a second end rotatably connected to a second wheel by a second axle. The second axle may be independent of the first axle. The rail gear assembly may include actuators that move the first wheel arm and second wheel arm between retracted positions and extended positions. The actuators may permit adjustment of the first wheel arm and the second wheel arm in their respective extended positions such that a net adjustment of the first wheel arm and the second wheel arm with respect to the base is approximately zero.

A rail and train system has at least a rail pair on which a rail vehicle that is provided with at least one wagon is movable. In the wagon, at least one lifting device is accommodated with which containers can be transported through an opening in the floor of the wagon and which is movable transverse to the length direction of the wagon. The rail vehicle can be provided with a chassis that is formed by two chassis parts that are positioned at a distance behind each other in the travel direction.

A rail and train system has at least a rail pair on which a rail vehicle that is provided with at least one wagon is movable. In the wagon, at least one lifting device is accommodated with which containers can be transported through an opening in the floor of the wagon and which is movable transverse to the length direction of the wagon. The rail vehicle can be provided with a chassis that is formed by two chassis parts that are positioned at a distance behind each other in the travel direction.

Systems and methods for using a mobile crane assembly are provided. The mobile crane assembly includes a mobile crane having a first truss assembly and a second truss assembly spaced apart and movable relative to one another. The first truss assembly and the second truss assembly are each coupled to a rail car end assembly. The mobile crane further comprises an upper gantry assembly movable along the first truss assembly and the second truss assembly. A flat cart is coupled to the rail car end assembly, and a material handling cart is received upon the flat cart and is configured to move between the flat cart and the rail car end assembly based upon input from a controller in electrical communication with the upper gantry assembly.

Systems and methods for using a mobile crane assembly are provided. The mobile crane assembly includes a mobile crane having a first truss assembly and a second truss assembly spaced apart and movable relative to one another. The first truss assembly and the second truss assembly are each coupled to a rail car end assembly. The mobile crane further comprises an upper gantry assembly movable along the first truss assembly and the second truss assembly. A flat cart is coupled to the rail car end assembly, and a material handling cart is received upon the flat cart and is configured to move between the flat cart and the rail car end assembly based upon input from a controller in electrical communication with the upper gantry assembly.

A rail and train system has at least a rail pair on which a rail vehicle that is provided with at least one wagon is movable. In the wagon, at least one lifting device is accommodated with which containers can be transported through an opening in the floor of the wagon and which is movable transverse to the length direction of the wagon. The rail vehicle can be provided with a chassis that is formed by two chassis parts that are positioned at a distance behind each other in the travel direction.

A rail-guided permanent way machine is operated by means of a control device in such a way that at least one state variable (Z) of the permanent way machine is determined in dependence on an operating state, and the at least one state variable is compared to at least one pre-defined limit value (G.sub.W, G.sub.S) for monitoring a derailment safety of the permanent way machine. Thus, the derailment safety of the permanent way machine is determined in accordance with the current operating state and monitored. As a result, the permanent way machine has an expanded operating range and increased performance and thus increased efficiency.

The invention relates to a rail vehicle (1) having a machine frame (2) supported on on-track undercarriages (4), on both sides of which are arrangedin the longitudinal direction (3) of the rail vehiclecrane rails (8) for a mobile gantry crane (11). In this, for lifting or lowering of the gantry crane (11), a crane rail section (12) of the respective crane rail (8) is arranged to be vertically adjustable by a drive (18). In this manner, contrary to the prior art, a higher gantry crane (11) can be used without violating a given clearance profile during transfer travel.