A railroad car including a plurality of penetration resistant and protective structures including a penetration resistant and protective underframe, penetration resistant and protective first end, second end, and center bulkheads, penetration resistant and protective first, second, third, and fourth side walls, and protective first and second roof hatches, all configured to protect internal cylinder assemblies, the pipes that communicate the gas from the cylinders of the cylinder assemblies, and the safety critical valves, regulators, and other equipment connected to such cylinders and pipes of the railroad car in an accident (such as a derailment, crash and/or roll-over).

A modern scenic passenger railcar system is disclosed. The railcar system incorporates design and safety features of modern freightcars and modern passenger scenic railway cars. The railcar system incorporates a center beam with a square cross section as well as specialized crash posts with its frame. This results in enhanced safety and crashworthiness. The railcar system also incorporates cross members for absorbing and distributing shock and mechanical stress on the railcar system during use, by withstanding torsion and shear forces on the frame. This results in improved mechanical integrity of the frame and the railcar system overall.

A modern scenic passenger railcar system is disclosed. The railcar system incorporates design and safety features of modern freightcars and modern passenger scenic railway cars. The railcar system incorporates a center beam with a square cross section as well as specialized crash posts with its frame. This results in enhanced safety and crashworthiness. The railcar system also incorporates cross members for absorbing and distributing shock and mechanical stress on the railcar system during use, by withstanding torsion and shear forces on the frame. This results in improved mechanical integrity of the frame and the railcar system overall.

The invention relates to a head module for a rail vehicle, said head module being suitable to be detachably fixed to the front face of a subsequent railcar unit without additional underframe. The head module consists of an inner and an outer shell and includes three systems which convert, in the event of a crash, the collision energy into a deformation one after the other or simultaneously and substantially independently of another.

The invention relates to a head module for a rail vehicle, said head module being suitable to be detachably fixed to the front face of a subsequent railcar unit without additional underframe. The head module consists of an inner and an outer shell and includes three systems which convert, in the event of a crash, the collision energy into a deformation one after the other or simultaneously and substantially independently of another.

The application relates to a crash system for the head module of a rail vehicle, said head module being detachably fixed to the front face of a subsequent railcar unit without additional underframe. The crash system has a crash conduction element that carries a crash box at its front end and the back end of which is fixed to the underframe support of the subsequent railcar unit. In the event of a crash, crash forces are thus absorbed by the underframe of the subsequent railcar unit.

The application relates to a crash system for the head module of a rail vehicle, said head module being detachably fixed to the front face of a subsequent railcar unit without additional underframe. The crash system has a crash conduction element that carries a crash box at its front end and the back end of which is fixed to the underframe support of the subsequent railcar unit. In the event of a crash, crash forces are thus absorbed by the underframe of the subsequent railcar unit.

Provided are a collision energy absorption structure and a rail vehicle having the same. The collision energy absorption structure includes: a primary energy absorption structure, connected to a chassis boundary beam of a vehicle, the primary energy absorption structure having at least two spaced energy absorption cavities; an end energy absorption structure, the lower end of the end energy absorption structure being connected to the primary energy absorption structure; and a roof structure, the upper end of the end energy absorption structure being connected to the roof structure. The technical solution provided by the present invention can meet requirements of more complex road conditions.

Railroad hopper cars and methods of increasing total volume capacity of a railroad hopper car having a car body with two or more hoppers. In one embodiment, the railroad hopper car includes a car body having a pair of opposed sides and a pair of opposed ends defining a length. The hopper car additionally includes a pair of wheeled trucks supporting the car body. The hopper car further includes two or more spaced bulkheads extending between the pair of opposed sides to define three or more separate hoppers arranged adjacent one another along the length of the car body and between the pair of side walls. The hoppers being longitudinally asymmetric such that total volume of the hoppers on one side of a transverse center plane of the car body is different from total volume of the hoppers on the other side of the transverse center plane.

A rail vehicle has a carbody shell having an end wall and a usable space. The end wall includes a doorway for providing access to the usable space, and at least two footplate catchers for preventing a set of footplates arranged adjacent to the footplate catcher from entering the usable space, such as in an event of a crash.