Union Pacific Railroad Company

Michael E Iden

Wayne A Kennedy

John P Haenggi

Matthew M Larson

Thomas A Kennedy

Mark A Henry

A device for detecting fuel leaks in a vehicle is provided. The device includes a body configured to be mounted in sealing engagement around a portion of a fuel line in the vehicle; and a collection chamber configured to collect fuel that leaks from the fuel line within the body. The body is configured to direct the fuel leaked from the fuel line to the collection chamber. At least a portion of the body or collection chamber is transparent to enable presence of the fuel leaked from the fuel line to be visually verified. The collection chamber is operatively connected to a drain connector.

Device for detecting and isolating fuel leaks in a vehicle

Disclosed is a locomotive of a train with a plurality of aerodynamic drag reducing devices. A locomotive may have a plurality of drag reducing devices attached to a longitudinal end of the locomotive adjacent a walkway of the locomotive. Each drag reducing device may be positioned at an angle with respect to a centerline of the locomotive so as to reduce drag on the locomotive. The drag reducing devices may be mounted to a handrail included on the walkway using separate or single assemblies. Drag reducing devices may also be provided on an opposite or back end of the locomotive, as well as retrofit to a face of the locomotive to reduce drag. Angled winglets may be provided on the drag reducing devices to assist in inducing air flow.

Drag reducing devices for a locomotive

A distributed power (DP) control system is contained within a non-freight carrying intermodal container for communicating with and receive instructions and/or commands from a command system of a lead distributed power locomotive within a train. The container is configured to be provided on a car adjacent to a remote non-distributed powered (non-DP) locomotive provided within a length of the train. One or more connection hoses connect the distributed power control system within the container to the non-DP locomotive to control application of at least its brake system.

Containerized locomotive distributed power control

Disclosed is a system and method for decreasing airflow and improving ventilation within a tunnel, such as a railroad tunnel, including a path for movement of a vehicle (e.g., train) therethrough. The system has a plurality of air baffles mounted within the tunnel, each device comprising a body and a mounting device. Each mounting device positions each body inside and along the length of the tunnel between the entrance and the exit. The air baffles are configured to restrict airflow at least in part in a longitudinal direction of the tunnel, thereby increasing a relative difference between a vehicle speed and air speed in a tunnel annulus when the vehicle passes through the tunnel. The restriction (e.g., decrease) of airflow in the tunnel reduces the piston effect resulting from the vehicle or train passing through, thus reducing emissions and heat generated by the locomotives in the tunnel.

Air baffles in railroad tunnels for decreased airflow therein and improved ventilation and cooling of locomotives

A lubrication system is contained within the body of a non-freight carrying intermodal container for lubricating a pair of rails of a train track. The lubrication system includes at least a lubricant holding tank for holding lubricant, a lubricant dispensing pump, and one or more hoses connected to the lubricant holding tank for directing a flow of the lubricant to one or more nozzles. The nozzles are positioned to distribute lubricant to at least a top of the pair of rails. The nozzles may be mounted with respect to a car body, floor, or axle trucks. The container is easily moved and repaired via its corner fittings, for example.

Rail lubrication and/or friction modification system within a non-freight carrying intermodal container

Disclosed is an aerodynamic pseudocontainer for a train. The pseudocontainer is configured to be stacked atop an intermodal container so that its aerodynamic configuration reduces drag when the train is in motion, thereby reducing fuel costs and emissions. The pseudocontainer may have connectors on its bottom so that when it is placed on top of the intermodal container, locking devices may be used for attachment. Also, a top portion and a support frame of the pseudocontainer include fittings with receiving openings configured to receive parts of a positioning device (e.g., a crane) to stack and align the body atop intermodal container. The fittings may be formed in accordance with ISO standards.

Aerodynamic pseudocontainers for reducing drag associated with stacked intermodal containers

The present invention relates to a container-based locomotive power source that can be readily interchanged.

Container-based locomotive power source

Disclosed is an aerodynamic pseudocontainer for a train. The pseudocontainer is configured to be stacked atop an intermodal container in a lead container car at a lead end of the train, so that its aerodynamic configuration reduces drag when the train is in motion, thereby reducing fuel costs and emissions. The pseudocontainer may have connectors on its bottom so that when it is placed on top of the intermodal container, locking devices may be used for attachment.

Aerodynamic pseudocontainer for reducing drag associated with stacked intermodal containers

Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. A first set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto. The attachment frame includes first and second mounting devices configured to be removably mounted to connection openings of the corner fittings of the top container of the first set of containers. The first mounting device(s) may be rotatably locked within the top connection openings, while the second mounting device(s) may be hooks for latching into the bottom connection openings. A method of attaching the aerodynamic drag reducing device is also disclosed.

Mounting of drag reducing devices for stacked intermodal rail cars

Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. The series includes at least a first, leading set of containers and a second, trailing set of containers. The first, leading set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto facing a forward direction. The attachment frame includes at least one mounting device configured to be removably mounted in the tunnel of the top container of the first, leading set of containers. Additionally, the second, trailing set of containers may include a second, aerodynamic drag reducing device, also attached via a gooseneck tunnel. Curtains may also be attached between a plurality of intermediate or adjacent sets of stacked containers to assist in reducing drag on the train when moving.

Drag reducing devices for stacked intermodal rail cars

Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. The series includes at least a first, leading set of containers and a second, trailing set of containers. The first, leading set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto facing a forward direction. The attachment frame includes at least one mounting device configured to be removably mounted in the tunnel of the top container of the first, leading set of containers. Additionally, the second, trailing set of containers may include a second, aerodynamic drag reducing device. Curtains may also be attached between a plurality of intermediate or adjacent sets of stacked containers to assist in reducing drag on the train when moving.

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Kildeer, IL, United States of America

Michael E Iden