Thank you I'm a rail fan and a railroad artist I haven't seen a truck that up close and detailed before thank you that's going to help in my future railroad artwork peace out have a great day
Just for chat each wheel weighs in at 1,000 pounds each and each axle weighs in at 500 pounds. Each spring is rated for a certain weight handling. When there are two springs they are called nested as there is two together. The Timken wheel bearings, I found out from the Timken people, are rated for 1,000,000 to 1.5,000,000 miles before they wear out. If the car sits for over 1 1/2 years with out being in service it is advisable to replace them before they are put into full time service. The FRA (Federal Railroad Administration) outlawed the old journal friction bearing as they would get over heated and cause derailments. I remember working for the Great Northern way back in 1966 at Hillyard, Washington and there were three men on each side of the train who would open each journal box door, give the bearing a few squirts of oil and then close the doors. The train would move very slowly for this service.
@ I would have to guess on the total weight of the truck assembly. Lets say around 10,000 pounds or 5 tons. When it comes to traction motors I have no idea what they weigh.
Taylor I think I gave you a underweight of a complete truck. Take the completed axles and wheels, 2 side frames and 1 center bolster, all the springs and all the brake rigging I would give a total weight of about 20 tons per truck.
@@robertbowman3406 That’s waaaaayyy too heavy. A bolster weighs less than 1,000, same with the 2 side frames. The wheel sets are the heaviest and they weigh about 1,000 each. All in all, the assembly could be no more than 5,500 lbs.
@@robertbowman3406 That’s waaaaayyy too heavy. A bolster weighs less than 1,000, same with the 2 side frames. The wheel sets are the heaviest and they weigh about 1,000 each. All in all, the assembly could be no more than 5,500 lbs.
@@patrickduran1852 I believe in England and/or Australia they call them wagons. I could be wrong so don't bet your lunch money! **** then I read the next comment by Doug Borrett, so maybe my info is outdated. HEY ENGLAND! - any ideas about this??? Ghost of SP
As a Car and Wagon Examiner back in the day in New South Wales Australia this video was a memory. I assume that in the states my role was along the lines of a Carman. Pretty much all the same world wide I guess.
Great video, thank you! Just the detail I was looking for! Why don't the pivot pins ALL lock uin place as far as up and down movement? I would think it might be a safety issue for cars bouncing off the pins. But I guess without turbulence, dropping away of the truck or rolling of the car body off the pins might be rare.
Wear liner is also known as the GREASE DISC. The grease disc goes over the CENTER PIN. The pin rests inside the CENTER PLATE (or) BOWL. CONSTANT CONTACT SIDE BEARING. They have a composite rubber in them to cushion the car in movement. Some have a steel wheel in them called a roller bearing. Also. Truck sets and wheel sets ARE NOT ALLOWED TO TOUCH THE GROUND. Every single set in this frame is going to need a roller bearing inspection. They come off the truck and straight onto rails. If for ANY reason they touch dirt, gravel, grass, pavement, concrete, black top etc.. they must be put under inspection per the AAR Field Manual. Even if it’s a repair facility, home shop or interchange. They must not touch ground.
Those are constant contact side bearings. No gap allowed. It has a certain amount of preload depending on which style it is. Looks like stuckie ( believe that's how it's spelled)
A. Stucki Company kind of has the market cornered in constant contact side bearings. They do a great job and I have seldom seen gross failures. Heck, they seldom ever need replacing. It is really a great system and they make a great product that is easy to work with. Hmm. After thinking about it, I really like A. Stucki Company.
Jamie Ross I’ve been trying to find videos like that. I’m a railcar repairman and it’s very cool to see how many components actually go in to a truckset
Hi Steve and Jamie - did you ever find any videos like that? I've been wading thru YT looking for something like that as well - wondered if you came up with anything? Thanx. Ghost of SP
Naw. On the truck mounted brake systems you’ll have break rod/lever attachments and/or a cylinder hose. But for the most part it just sits on a pin. Sometimes I’ve bent the pin and tossed it and let it ride with no pin.
i enjoyed the video, the side frames seem to last a long time, i would love to see locomotive wheel set frame up close, and how they dismantle it... does the locomotive have a safety strap that keeps it on the truck or just the weight. Thanks.
I've always wonder how to adjust brake cylinder travel in railcar or adjust slack adjuster ? I work in CNR as a HDM ive only work on locomotive .. would be nice to understand how they work .. thanks
The name of the part is slipping my mind, but the small rectangular clevis on the slack adjuster controls the brake cylinder travel length. You adjust it by sliding it through the travel block. 1 5/8” sticking out should get you about 7.5” of brake cylinder travel with a new Group R 2500dj slack adjuster for example. :D
The only 3 wheel set trucks I have worked on have been for the military. The railcar body itself, including the center plate, were identical to the traditional 2 wheel set trucks. Same wheel sets as well. I have never worked on locos or passenger railcars myself.
I notice that none of the wear liner bowls have no grease in them, got to have that as the truck will be hard slewing around curves and will climb the rail, i thing a lot of derailments are the cause of this, i work for a class 1 rr and o have never seen the car knockers lube these things, not on cars not on engines and then they wonder why some of these derailments happen.
derail14 Hmm. That is very interesting. I have never greased the center plate. I thought the non-metalic wear liners took the place of grease. As a matter of fact, they are also called "lube disks" so I don't think grease is needed. I do recall grease being used by the repairmen when I was still a grunt, not worthy enough to use any tools, way back in the early 1990's.
I recall seeing TV commercials for some oil company way back in the 70's that was illustrating some of its innovations. One of them was the lubricant for the center plate - they consisted of round flat discs. Four or five wear simply tossed in the bowl and the car body lowered in place. I presume the weight then squashed the discs into a paste similar to grease. The one shown in the video looks like it might be similar to the product shown in the following link: www.rrtoolsnsolutions.com/lubricants/LubeDisc.asp
Ok there Mr class one I work at a class act Railroad, and your right us car knockers don't put grease in the bowls .why you might ask ? It's not FRA nor AAR prohibited . That lube disc is all it gets . Most of derailments are on the account of poor track conditions and poor train handling.
The only federally required "paint" on the wheels is a small "H" that get stenciled on the wheels. The "H" means that the wheel is "heat treated" and "curve plate". This refers to the actual wheel plate itself which is the part of the wheel between the axle and the "tread" or wearing surface. The older wheels were a super simple flat plate of steel. The newer wheels looks more like an "S" if you were to cut a cross section out of the wheel. This helps with heat dissipation. All of the other stencils on the wheels you see are from the manufacturer. Some of the wheels we get in are almost brand new with the mfg stickers still on them. Some only a few months old. Those mfg numbers vary and are not very important. All the important stuff is cast or engraved into the wheel, such as mfg serial numbers, manufactured dates, heat treat classification, and factory ID.
"H" is the only required lettering per FRA, but Greenbrier provides my rip tracks' wheels and they'll sometimes--not always, but sometimes, be stenciled "PREM" for a premium wheelset, "TURN" for a turned/reconditioned wheelset, or "NEW" for a new wheelset.
What about "Slack Adjusters", how they work, using compressed air. Everything is held together by gravity, & pins, with only cotter pins, in the ends of those. If you lift up the frame bolster, those wheels & axles will roll right out from under there. The frame bolster just sits right on top of them and the roller bearings. The freight car, just sits on top of the trucks held on by gravity, with a just kingpin keeping it from sliding off. Not bolted on. I'm surprised no grease is used on moving parts. That makes them easier & cleaner to work on. Semi trucks are supposed to get grease every time before the hook on to a trailer.
Yea, it's kind of weird how everything is held together by gravity. There are some parts that were once greased, back in the day, but are now fitted with non-metallic wear liners (looks/feels like hard teflon). These areas include: center plate liner which goes in between the center plate and the truck bolster bowl, coupler carrier wear plate which goes in between the coupler shank and the coupler carrier...I think that is it. Some friction castings have a wear liner but not many. Box car doors still take a lot of grease. I have never thought about how slack adjusters work. They dont fail all that often...and they are made by the same company that makes bathroom urinal valves (sloan and ajax). Weird.
whiteknightcat the term bogie is actually making its way into US railroads. There is a difference between the two as well. I'm too lazy to explaine so I'd suggest looking it up
Paragon Bridge Works casting flaw I believe. It started a few years back with only the 1995 wheels. They added a few each year until a couple years ago they condemned any abex southern wheel. Raised letters on the wheels make it an inspectors dream.
Yes, it used to make me cringe...but they all go to be reconditioned so it doesn't matter. It cost extra labor to put the wheels on cribbing and we cant charge any extra for doing that...so...we dont any more.
Why does it matter, the rim that is sitting on the ground is not the part of the wheel flange that rides "on" the rail, so no damage there. So, why would it matter?
@@diesellocomotivefan5400 lmao you cant be serious....any kind of damage to wear to a component is never good. Sure, the rim doesnt ride "on" the rail but it sure are hell needs to not have a dent in it either!
I Saw three types of Rail car trucks in India. 1) Fright coach rail car truck ( shown in this video) 2) ICF Coach rail car truck. 3) LHB coach rail car truck. Now you should show 2 and 3 rail car trucks.
The first time I heard the word "bogie" was in the movie Top Gun with Tom Cruz. Other than that, I dont know anybody that uses that term in the US. Is there anybody in Australia that can shim in?
in my country in romania called boghiu or translated bogie. is about 2 or 3 type of fright car bogies and sometimes has names like y25 or ORE. or some with disk brakes. And both side of the weel has brakes on it. in passenger cars called vagon is alot like Minden Deutz Goosneck or Görlitz. the new one with disk brakes has different design and is alot of types. mostly are state of the art, fabrication technologies are differerent and on passanger cars has magnetic brakes too. Has air spring suspension and so on.
4 years later, I know what you were describing but I got bored at 1:52. Maybe you should have started from the building of the axle to the complete truck, to how many trucks are on a car. bouncing around made it unwatchable. sorry
Round block over bearing is also known as a "journal". Stop over explaining yourself because it makes you stutter and loose train of thought on part names.
+Charles Stevenson I have heard of the "roller bearing adapters" called "journals" but the AAR rule 37 specifically calls them "roller bearing adapters". In fact, the entire book only refers to "journals" as the area on the side frame where the adapters mate to and does not refer to that term as an actual part. But, I have heard them called "journals" by some people. That's just my humble opinion. I hope you enjoyed the rest of my videos.
The "journal" is actually the end section of axle on which the roller bearing is mounted. The area on the the side frame that sits down over the roller bearing adapter is call the "pedestal jaw".
How in the world do you know this? You must work for a company that reconditions or builds new railcar parts. I dont even know that nomenclature. Thanks for teaching me something new!
Thank you I'm a rail fan and a railroad artist I haven't seen a truck that up close and detailed before thank you that's going to help in my future railroad artwork peace out have a great day
Very interesting, thank you for the very detailed description of how it all goes together.
Just for chat each wheel weighs in at 1,000 pounds each and each axle weighs in at 500 pounds. Each spring is rated for a certain weight handling. When there are two springs they are called nested as there is two together. The Timken wheel bearings, I found out from the Timken people, are rated for 1,000,000 to 1.5,000,000 miles before they wear out. If the car sits for over 1 1/2 years with out being in service it is advisable to replace them before they are put into full time service. The FRA (Federal Railroad Administration) outlawed the old journal friction bearing as they would get over heated and cause derailments. I remember working for the Great Northern way back in 1966 at Hillyard, Washington and there were three men on each side of the train who would open each journal box door, give the bearing a few squirts of oil and then close the doors. The train would move very slowly for this service.
@ I would have to guess on the total weight of the truck assembly. Lets say around 10,000 pounds or 5 tons. When it comes to traction motors I have no idea what they weigh.
Taylor I think I gave you a underweight of a complete truck. Take the completed axles and wheels, 2 side frames and 1 center bolster, all the springs and all the brake rigging I would give a total weight of about 20 tons per truck.
@@robertbowman3406
That’s waaaaayyy too heavy. A bolster weighs less than 1,000, same with the 2 side frames. The wheel sets are the heaviest and they weigh about 1,000 each. All in all, the assembly could be no more than 5,500 lbs.
@@robertbowman3406
That’s waaaaayyy too heavy. A bolster weighs less than 1,000, same with the 2 side frames. The wheel sets are the heaviest and they weigh about 1,000 each. All in all, the assembly could be no more than 5,500 lbs.
@@jaysrailroadcorner5403 I stopped reading when he typed 1.5,000,000.
Thank you for taking the time to explain how the trucks work. Amazing the design to quickly repair and replace the parts.
there not called trucks there called wagon lol
joey jacildone been doing this for 7 years and I have never heard them called a wagon, only trucks.
Where do they call them wagons? I've never heard them called that
@@patrickduran1852 I believe in England and/or Australia they call them wagons. I could be wrong so don't bet your lunch money!
**** then I read the next comment by Doug Borrett, so maybe my info is outdated.
HEY ENGLAND! - any ideas about this???
Ghost of SP
I started as a electrician at the C&NW RR in 1970, I remember men with oil cans lifting journal box covers adding bearing oil
I was a carman at the Proviso Yards and oiled plenty of friction wheels like what you're talking about..
@@rushmore120 they carried black hot box sticks in the engine and caboose
As a Car and Wagon Examiner back in the day in New South Wales Australia this video was a memory. I assume that in the states my role was along the lines of a Carman. Pretty much all the same world wide I guess.
Great illustration. Thanks for sharing the information
Great video, thank you! Just the detail I was looking for! Why don't the pivot pins ALL lock uin place as far as up and down movement? I would think it might be a safety issue for cars bouncing off the pins. But I guess without turbulence, dropping away of the truck or rolling of the car body off the pins might be rare.
Very informative, thanks for posting.
Oh wow that was pretty amazing, ✌️💪👌👍
Great clarity. How is ‘hunting’ prevented?
No shock's? How do you control bounce. Great video.
Wear liner is also known as the GREASE DISC. The grease disc goes over the CENTER PIN. The pin rests inside the CENTER PLATE (or) BOWL.
CONSTANT CONTACT SIDE BEARING. They have a composite rubber in them to cushion the car in movement. Some have a steel wheel in them called a roller bearing.
Also. Truck sets and wheel sets ARE NOT ALLOWED TO TOUCH THE GROUND. Every single set in this frame is going to need a roller bearing inspection. They come off the truck and straight onto rails. If for ANY reason they touch dirt, gravel, grass, pavement, concrete, black top etc.. they must be put under inspection per the AAR Field Manual. Even if it’s a repair facility, home shop or interchange. They must not touch ground.
It’s called a Snubber that is below the friction shoe on the bobber S2
I love the train wheels
Dope sauce
@@jaysrailroadcorner5403 Bruh who are you and what are you doing here why did you reply that
@@thomastrainsmore2010 I’m a railroader 😁
Those are constant contact side bearings. No gap allowed. It has a certain amount of preload depending on which style it is. Looks like stuckie ( believe that's how it's spelled)
A. Stucki Company kind of has the market cornered in constant contact side bearings. They do a great job and I have seldom seen gross failures. Heck, they seldom ever need replacing. It is really a great system and they make a great product that is easy to work with. Hmm. After thinking about it, I really like A. Stucki Company.
Any vids out there of disassembly-assembly of truck bolsters to side frames, and changing out ride control friction castings??
Jamie Ross I’ve been trying to find videos like that. I’m a railcar repairman and it’s very cool to see how many components actually go in to a truckset
Hi Steve and Jamie - did you ever find any videos like that? I've been wading thru YT looking for something like that as well - wondered if you came up with anything? Thanx.
Ghost of SP
Damn I just changed a full set the other day. Should have recorded it
So the cars are just deposit on the trucks with the pins centered in a hole in the bolsters .
No attachment of any kind ?
None , not even the wheels are attached
Naw. On the truck mounted brake systems you’ll have break rod/lever attachments and/or a cylinder hose. But for the most part it just sits on a pin. Sometimes I’ve bent the pin and tossed it and let it ride with no pin.
@@jaysrailroadcorner5403
That is called a willful violation.
@@ffwd2797
You mean when FRA or PUC comes and audits a track?
What does one truck set cost?
I think cost is around $ 532.
Question: What number steel is the bolster pin made from and is it hardened. Thanks.
Can I use this video on my channel?
Very interesting for me (UK). Thanks.
i enjoyed the video, the side frames seem to last a long time, i would love to see locomotive wheel set frame up close, and how they dismantle it... does the locomotive have a safety strap that keeps it on the truck or just the weight. Thanks.
I've always wonder how to adjust brake cylinder travel in railcar or adjust slack adjuster ? I work in CNR as a HDM ive only work on locomotive .. would be nice to understand how they work .. thanks
The name of the part is slipping my mind, but the small rectangular clevis on the slack adjuster controls the brake cylinder travel length. You adjust it by sliding it through the travel block. 1 5/8” sticking out should get you about 7.5” of brake cylinder travel with a new Group R 2500dj slack adjuster for example. :D
That FTTX flatcar or RTTX if it was articulated to haul 53 foot trailers.
Are they "new"? Looks rusty to me. Won't the rust impact the strength of bogies?
Many passenger cars and locomotives have 3 wheel sets per truck set.
The only 3 wheel set trucks I have worked on have been for the military. The railcar body itself, including the center plate, were identical to the traditional 2 wheel set trucks. Same wheel sets as well. I have never worked on locos or passenger railcars myself.
WHEARE IS?
I notice that none of the wear liner bowls have no grease in them, got to have that as the truck will be hard slewing around curves and will climb the rail, i thing a lot of derailments are the cause of this, i work for a class 1 rr and o have never seen the car knockers lube these things, not on cars not on engines and then they wonder why some of these derailments happen.
derail14 Hmm. That is very interesting. I have never greased the center plate. I thought the non-metalic wear liners took the place of grease. As a matter of fact, they are also called "lube disks" so I don't think grease is needed. I do recall grease being used by the repairmen when I was still a grunt, not worthy enough to use any tools, way back in the early 1990's.
I recall seeing TV commercials for some oil company way back in the 70's that was illustrating some of its innovations. One of them was the lubricant for the center plate - they consisted of round flat discs. Four or five wear simply tossed in the bowl and the car body lowered in place. I presume the weight then squashed the discs into a paste similar to grease.
The one shown in the video looks like it might be similar to the product shown in the following link:
www.rrtoolsnsolutions.com/lubricants/LubeDisc.asp
whiteknightcat That's exactly it.
we used to have those in the shops by us, had to carry 5 boxes to a shipment of BO boxes that got pushed in one day
Ok there Mr class one I work at a class act Railroad, and your right us car knockers don't put grease in the bowls .why you might ask ? It's not FRA nor AAR prohibited . That lube disc is all it gets . Most of derailments are on the account of poor track conditions and poor train handling.
Please explain about side bearings
What does the painted writing mean on the side of the wheel set?
The only federally required "paint" on the wheels is a small "H" that get stenciled on the wheels. The "H" means that the wheel is "heat treated" and "curve plate". This refers to the actual wheel plate itself which is the part of the wheel between the axle and the "tread" or wearing surface. The older wheels were a super simple flat plate of steel. The newer wheels looks more like an "S" if you were to cut a cross section out of the wheel. This helps with heat dissipation. All of the other stencils on the wheels you see are from the manufacturer. Some of the wheels we get in are almost brand new with the mfg stickers still on them. Some only a few months old. Those mfg numbers vary and are not very important. All the important stuff is cast or engraved into the wheel, such as mfg serial numbers, manufactured dates, heat treat classification, and factory ID.
thank you
"H" is the only required lettering per FRA, but Greenbrier provides my rip tracks' wheels and they'll sometimes--not always, but sometimes, be stenciled "PREM" for a premium wheelset, "TURN" for a turned/reconditioned wheelset, or "NEW" for a new wheelset.
You forgot about the "tires" on the wheels...
Did you re-mount the brake shoe onto its mounting when you stopped recording?
What are you a kindergarten teacher! This good!😆🤣
What about
"Slack Adjusters", how they work, using compressed air.
Everything is held together by gravity, & pins, with only cotter pins, in the ends of those.
If you lift up the frame bolster, those wheels & axles will roll right out from under there. The frame bolster just sits right on top of them and the roller bearings.
The freight car, just sits on top of the trucks held on by gravity, with a just kingpin keeping it from sliding off. Not bolted on.
I'm surprised no grease is used on moving parts. That makes them easier & cleaner to work on.
Semi trucks are supposed to get grease every time before the hook on to a trailer.
Yea, it's kind of weird how everything is held together by gravity. There are some parts that were once greased, back in the day, but are now fitted with non-metallic wear liners (looks/feels like hard teflon). These areas include: center plate liner which goes in between the center plate and the truck bolster bowl, coupler carrier wear plate which goes in between the coupler shank and the coupler carrier...I think that is it. Some friction castings have a wear liner but not many. Box car doors still take a lot of grease. I have never thought about how slack adjusters work. They dont fail all that often...and they are made by the same company that makes bathroom urinal valves (sloan and ajax). Weird.
I would like to buy two truck sets in California. Can someone please let me know if there is place around here that sells them. Thanks
Railyards might. Scrap ones. I think new they are like 10-15k
@@ForesakenVengance We have complete truck sets available. Call/text me 661.665.6624.
I'd like to get those old shoes
You should have explained the buttons on the side frame
Haha I probably welded that inner ring. I’ve rebuilt thousands of these things.
By truck set don't you mean bogie?
Not in the U.S. They are called bogies in Europe (and Australia?)
whiteknightcat the term bogie is actually making its way into US railroads. There is a difference between the two as well. I'm too lazy to explaine so I'd suggest looking it up
sweet
Those so wheels on the first set of trucks you show are condemable.
Dark Days Can you please elaborate? Thanks.
Paragon Bridge Works any so "southern" abex wheels must be removed on site. Check aar field manual rule 41 page 350.
Dark Days Very cool. Do you have any idea why the AAR made that ruling?
Paragon Bridge Works casting flaw I believe. It started a few years back with only the 1995 wheels. They added a few each year until a couple years ago they condemned any abex southern wheel. Raised letters on the wheels make it an inspectors dream.
Dark Days Where those cast in the USA?
These look like a job for WD 40!
Only the rail industry workers say "only 9000 lbs" LOL
😭😭
anyone else cringe seeing all these wheels set straight on the ground?
Yes, it used to make me cringe...but they all go to be reconditioned so it doesn't matter. It cost extra labor to put the wheels on cribbing and we cant charge any extra for doing that...so...we dont any more.
Why does it matter, the rim that is sitting on the ground is not the part of the wheel flange that rides "on" the rail, so no damage there. So, why would it matter?
@@diesellocomotivefan5400 lmao you cant be serious....any kind of damage to wear to a component is never good. Sure, the rim doesnt ride "on" the rail but it sure are hell needs to not have a dent in it either!
That side frame is not new it’s a Refurbished side frame
Wheel weight kg
In
I Saw three types of Rail car trucks in India.
1) Fright coach rail car truck ( shown in this video)
2) ICF Coach rail car truck.
3) LHB coach rail car truck.
Now you should show 2 and 3 rail car trucks.
in europe we call bogie.
The first time I heard the word "bogie" was in the movie Top Gun with Tom Cruz. Other than that, I dont know anybody that uses that term in the US. Is there anybody in Australia that can shim in?
in my country in romania called boghiu or translated bogie. is about 2 or 3 type of fright car bogies and sometimes has names like y25 or ORE. or some with disk brakes. And both side of the weel has brakes on it. in passenger cars called vagon is alot like Minden Deutz Goosneck or Görlitz. the new one with disk brakes has different design and is alot of types. mostly are state of the art, fabrication technologies are differerent and on passanger cars has magnetic brakes too. Has air spring suspension and so on.
4 years later, I know what you were describing but I got bored at 1:52. Maybe you should have started from the building of the axle to the complete truck, to how many trucks are on a car. bouncing around made it unwatchable. sorry
Its a free video. I did the best I had given the budget (of zero) I had to work with. I would encourage you to produce a better video.
Round block over bearing is also known as a "journal". Stop over explaining yourself because it makes you stutter and loose train of thought on part names.
+Charles Stevenson I have heard of the "roller bearing adapters" called "journals" but the AAR rule 37 specifically calls them "roller bearing adapters". In fact, the entire book only refers to "journals" as the area on the side frame where the adapters mate to and does not refer to that term as an actual part. But, I have heard them called "journals" by some people. That's just my humble opinion. I hope you enjoyed the rest of my videos.
The "journal" is actually the end section of axle on which the roller bearing is mounted.
The area on the the side frame that sits down over the roller bearing adapter is call the "pedestal jaw".
I didn't know that. It sounds like you have some experience with these. Thanks for the clarification.
How in the world do you know this? You must work for a company that reconditions or builds new railcar parts. I dont even know that nomenclature. Thanks for teaching me something new!
This guy is not a born narrator.