Abstract:
A skate for conveying components into a monocoque locomotive. Portions of a monocoque locomotive platform are not accessible through a roof hatch. To move a component onto such portions of the platform, a skate assembly having an integral clamp assembly is attached to a leg portion of the component, the component is lifted onto the platform through a roof hatch, and the component is rolled on the skate rollers to the desired position on the platform. A jacking device integral to the skate assembly is then used to lift the component for removal of the rollers and for holding the component at a desired height for attachment to the locomotive.

Description:
This application is a continuation of Ser. No. 09/119,290, filed Jul. 20, 1998, which is a division of Ser. No. 08/850,464, filed May 5, 1997 now U.S. Pat. No. 5,839,815, which is a division Ser. No. 08/704,212, filed Aug. 28, 1996, now U.S. Pat. No. 5,673,627, issued Oct. 7, 1997, which is a division of Ser. No. 08/598,799, filed Feb. 9, 1996, now U.S. Pat. No. 5,738,382, issued Nov. 26, 1996, which is a division of Ser. No. 08/442,244, filed May 15, 1995, now U.S. Pat. No. 5,535,680, issued Jul. 16, 1996, which is a file wrapper continuation of Ser. No. 08/263,369, filed Jun. 20, 1994, now abandoned, which is a division of Ser. No. 08/059,788, filed May 10, 1993, now U.S. Pat. No. 5,355,806, issued Oct. 18, 1994. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to locomotive fabrication, and more specifically to improvements in monocoque-type locomotive design and layout. 
     Locomotives have provided the power for the transportation of railroad cars carrying people and cargo for many years. It has long been desirable that locomotives provide this transportation power efficiently; however, with the increase in energy prices, the desirability of the efficient production of transportation power has intensified. One well known method for increasing the efficiency is to streamline the exterior of the locomotive so that wind resistance or drag is reduced. 
     One of the more prevalent types of locomotives is the diesel powered locomotives. This type of locomotive typically has a main diesel engine which turns an alternator to generate electrical power. That electrical power is conducted through an system of electrical connectors and controls to a number of electrical engines which drive the individual sets of wheels on the locomotive. 
     Many of the diesel locomotives are fabricated using a modular assembly system on a platform sometimes referred to as a platform design. In the platform design, individual modules housing the various components of the locomotive are assembled separately from each other. The types of modules may include modules which contain the diesel engine, the electrical generator, assorted electrical controls or the crew compartment. The modules also include a structural system and a covering for the components. After the modules are separately assembled, the modules are fastened along the upper side of a generally flat platform and then interconnected to each other. 
     Platform design locomotives tend to be heavy and box-like which tends to cause the locomotives to have a high axle load. To increase the ability of a locomotive to meet axle load limitations, a type of locomotive referred to as a monocoque was developed. A conventional monocoque locomotive has a unitary carbody; which provides the structure and the covering for the components. The carbody has a lower platform, two vertical sidewalls, one of which extends along each of the sides of the car body, and a series of bulkheads which are attached to and extend transversely across the platform to form a part of the structural support for the sidewalls. 
     The sidewalls of the carbody typically consist of a frame of interconnected vertical and horizontal supports. Thin sheet metal plates are overlayed on and attached to the outer surface of the frame. A frontal, streamlined nosepiece and a rear wall are also fashioned from the thin sheet metal. 
     The unitary carbody provides the necessary structural support for the mounting of many of the components of the locomotive. Also, the sidewalls and nosepiece form a smooth exterior surface for the locomotive which reduces air drag. In addition, the frame and surface sheeting construction of the carbody in the monocoque locomotive reduces the weight of the locomotive over the covering and structural system found in the modular type locomotive. 
     The sidewalls and bulkheads form individual compartments into which the various locomotive components are constructed or placed. For example, the frontal compartment may include a crew compartment with various controls, the middle compartment may contain a diesel engine and alternator and the rear compartment may contain a radiator and accompany fans or blowers. 
     In fabricating a conventional monocoque locomotive, the carbody is separately assembled and then the internal components are installed. However, the carbody presents several drawbacks to the installation of the components. First, the carbody limits lateral access to the interior of the locomotive. Therefore, the interior must be accessed from above. To allow such access, the space between the sidewalls of the carbody rearward of the crew compartment is generally open so that overhead lifting devices may lower components onto the platform. However, many of the components installed within the carbody must be protected from the environment. Thus, the locomotive includes a number of removable roof members between the sidewalls or hatches which extend from side wall to sidewall. 
     A second major drawback is that after a component has been deposited on the platform, the carbody constrains the ability of the installer to freely move the components around the platform for proper alignment and installation. 
     Because of the limited access, one of the more efficient methods for installing the individual components is to assemble groupings of components on a substrate, and then insert the assembled groupings into the locomotives and attach the substrate to the carbodies. 
     One of the drawbacks of this method of assembly is that the carbody itself cannot serve as a substrate on which groupings of components can be preassembled before placement in the carbody. In particular, the bulkheads have large surface areas onto which component groupings must be individually attached. 
     Another drawback of this method of assembly is that the substrates onto which the component groupings are assembled, add weight to the locomotive. 
     An additional drawback of this method of assembly is that the more volumous the groupings of assemblies are, the more difficult it is to maneuver the groupings within the carbodies for proper alignment and installation. 
     However, some portions of the carbody, such as the crew compartment, are covered to contribute structural integrity of the locomotive. Therefore, overhead access for installation of these components is non-existent or severely restricted and the constraint of the carbodies to interior movement is a further drawback. 
     In addition to the installation of the components within the carbody, many of the components which are located within the various compartments must be periodically removed typically for maintenance. Frequently these components are too heavy and/or large to fit through the doors which extend through the sidewalls. By removing the roof hatches, the components may be removed form the carbody with the overhead crane or similar apparatus. 
     A general drawback of having removable roof hatches is that the interface between the hatch and sidewall may be sealed to prevent environmental elements from intruding into the interior of the various compartments of the locomotive. 
     A related drawback is that the seal between the roof hatch and sidewall may be established each time the hatch and sidewall are attached. 
     The sidewalls of the conventional monocoque locomotive include doors and hatches for access to the interior of the carbody and several openings for windows. Among the windows in the openings are the crew window assemblies. There are generally two crew windows, with each of the windows located in the frontal crew compartment along each of the sidewalls and opposite from each other. The crew windows are used so that the locomotive operator may place his head out of the opening and look rearward to monitor hand signals and visually ascertain the reverse movement of the locomotive. However, the crew window must also be operable so that it may be shut to prevent wind or rain from entering the crew compartment. To allow crew windows to be opened and shut, the windows are typically constructed with a peripheral frame and disposed within the frame on guiding ribs are a stationary window and a sliding window. The sliding window may be slid open along the guiding ribs to provide the opening for the operator&#39;s head. 
     In attaching the window assemblies to the sidewalls, it is important that the interface between the sidewall and the frame is sealed to prevent wind or rain from traveling through the interface. In the platform design or conventional monocoque locomotives the crew window assemblies are sealingly fixed to the sidewalls by fixedly bolting or welding all the peripheral sides of the frame to the sidewalls. A drawback of this attachment is that the window frame is forced to flex in the same manner as the sidewall. 
     Monocoque sidewalls undergo flexure when forces are applied to the locomotive car body. Such forces may arise during normal operation of the locomotive, and also when the locomotive is attaching and detaching cars to the train. Fixedly attaching the crew windows to the sidewalls undergoing this greater flex may cause the frame of the window to flex to such a degree that it may become damaged. This damage may prevent the sliding pane from opening or closing properly. In addition, the flexure may cause the glass to break. 
     However, a drawback of not fixedly attaching the window to the sidewall is that if the window does not flex to the same degree as the sidewall there is relative movement in the interface between the sidewalls and window frame. Sealing this interface against the environment in spite of the relative movement presents a problem. 
     One of the more important components of the locomotive is the headlights. As is well known, headlights illuminate the area in front of the locomotive and also serve as a visual warning that a train is approaching. Typically a pair of headlights are mounted within sockets formed in a frontal nosepiece of the locomotive. The sockets are configured so that a curved frontal surface of the headlights is exposed to the environment. The headlights are typically pointed slightly downward and inward so that the headlights illuminate the track at a desired distance in front of the locomotive. 
     In a modular type locomotive, the frontal nosepiece extends in a generally vertical direction; and therefore, the frontal surface of the headlights is generally flush with the nosepiece. However, when the nosepiece is rearwardly slanted, the vertical frontal surface of the headlight is unsightly. 
     One method of improving the aesthetics of the headlights is to place the headlights in a enclosure having a clear front wall which is flush mounted with the slanted nosepiece of the locomotive. A drawback of this method is that the headlights provide a lot of heat and confining the headlights in an enclosure causes the temperature of the air within the enclosure to rise to a high degree which may reduce bulb life. In addition, the clear front wall is typically plexiglass which acts as an insulator and the side walls are surrounded by insulating type components which causes the temperature to increase even further. Placing ports in the side or rear walls of the enclosure may provide some reduction in the temperature; however, the ports may not create sufficient circulation to appreciably reduce the temperature in the enclosure. 
     Circulation through the enclosure may be obtained by providing openings in the front wall in addition to the side or rear openings so that wind generated by the movement of the locomotive will force air through the enclosure. A drawback of placing ports in the enclosure is that the openings in the front wall and the side and rear openings allow environment elements to enter the enclosure which may lead to corrosion of the enclosure and the electrical connections contained therein. 
     Because the locomotive is a moving vehicle, here is always a danger of collision with another object. Historically, collision posts were installed to absorb the forces caused by the collision. These collision posts have been vertical, slightly tapered solid pieces of metal which were welded to the platform. The posts had little, if any, horizontal support other than what was provided by the welded attachment. Thus, to handle the force of the collision, the posts have a large horizontal cross sectional area. However, the large cross sectional area cause the posts to be very heavy, and the heavy weight is a significant drawback. 
     Accordingly, it is an object of the present invention to provide a method and apparatus for preassembling a grouping of components on at least one of the bulkheads forming part of the carbody. 
     Another object of the present invention is to provide a method for preassembling a grouping of components on a substrate which does not increase the weight of the locomotive. 
     A further object of the present invention is to provide a device for moving the components laterally and longitudinally along the platform as the components are being inserted within the carbody. 
     A yet further object of the present invention is to provide such a device for moving components which control the vertical placement of the components after the components have been properly aligned. 
     A still further object of the present invention is to provide a locomotive having a device providing for removable attachment of components to a hollow support while preventing deformation of the support. A related object of the present invention is to provide a device for removably attaching roof hatches to the cant rail of a monocoque locomotive without deformation of the cant rail. 
     A yet further object of the present invention is to provide a sealing device for sealing the seam between the roof hatches and the cant rail. 
     A further object of the present invention is to provide a window which may be disposed within an opening in a sidewall of a locomotive and attached to the sidewall so that the window does not flex to the same degree as the sidewalls. 
     A still further object of the present invention is to provide a window having a peripheral frame which is attached to the sidewall of a locomotive in such a manner that the interface between the frame and sidewall is sealed against the environmental elements even when there is relative movement between the sidewall and frame. 
     A still further object of the present invention is to provide a headlight enclosure apparatus in which the air temperature is prevented from reaching an unacceptable level. A related object is to provide such an enclosure which is sealed against the environmental elements. 
     A yet further object of the present invention is to provide a headlight enclosure through which air is circulated without requiring the addition of specialized equipment to the locomotive. 
     Another object of the present invention to provide a locomotive having an improved collision post assembly configured to absorb potential collision forces while weighing less than prior collision posts. 
     A yet further object of the present invention is to provide a collision post assembly for a locomotive in which the configuration of the assembly distributes and transfers lateral collision forces to a platform forming part of the locomotive. 
     Other objects and advantages of the invention will be apparent from the following description, the accompanying drawings and the appended claims. 
     SUMMARY OF THE INVENTION 
     In carrying out the present invention in preferred forms thereof, a locomotive is provided. The locomotive, preferably the monocoque locomotive, includes a carbody having a lower longitudinally extending generally flat platform. The carbody includes a pair of sidewalls with each sidewall extending along at least a portion of the platform. The carbody also includes a nosepiece which extends from sidewall to sidewall across the front of the platform and has a rearwardly inclined upper portion. A series of roof hatches extends transversely across the platform from sidewall to sidewall along portions of the carbody. 
     The locomotive also includes an attachment assembly for removably attaching the roof hatch and other components to the sidewall while preventing deformation of the sidewall due to force applied by the attachment on the sidewall. More particularly, the attachment assembly of the present invention is embodied in a sleeve which extends through a horizontal cant rail of the sidewall. A bolt extends upward through the sleeve and is threaded into a nut attached to the roof hatch. 
     In addition, the locomotive includes a bulkhead extending transversely across and attached to the platform and sidewalls, the bulkhead including an attached portion which has a vertical plate rigidly connected to the platform with the platform, sidewall and the attached portion forming an opening. An insert portion of the bulkhead is preassembled with at least one component attached to a planar substrate of the insert portions. The insert portion is disposed within the opening with the insert portion having a planar substrate which is rigidly attached to the vertical plate of the attached portion to form a unitary bulkhead. 
     The locomotive also includes a window assembly disposed within an opening formed in the sidewall. Portions of the window assembly are attached to the sidewall with positioning devices which allow limited coplanar movement of the window assembly relative to the sidewall. The window assembly also has a sealing component located in the interface between the window assembly and the sidewall for sealing the interface during the relative movement between the assembly and sidewall. 
     More particularly, the window assembly of the present invention is embodied in a peripheral frame disposed in the opening in the sidewall. The peripheral frame has a first flange extending horizontally inward through the sidewall and a peripheral skirt attached to the first flange and extending outward from the first flange, coplanar with the exterior of the sidewall to form an interface between the skirt and sidewall. The window assembly also including a plurality of positioning devices attached about a portion of the periphery of the frame with each positioning device contacting the sidewall for positioning the peripheral skirt relative to the sidewall so that the interface is a desired width, the positioning device allowing limited relative coplanar movement between the skirt and the sidewall and rigidly attaching another portion of the periphery the peripheral flange to the sidewall. 
     The locomotive also has a headlight assembly disposed within the nosepiece of the locomotive. The headlight assembly has an enclosure and a device for circulating air through the enclosure to reduce a temperature rise in the enclosure due to the headlights located therein. 
     More particularly, the headlight assembly of the present invention is a frontal transparent plane flush mounted with the nosepiece. The pane is mounted to the front of a housing to form an enclosure with the circulating device including an air supply which extends into the enclosure to supply a desired flow rate of pressurized air into the enclosure and an air exit extending through the enclosure for allowing the supplied air to flow out of the enclosure to create the circulation. 
     Further, the locomotive includes a collision post assembly located in close proximity to the frontal nosepiece and which includes a frontal section for absorbing collision forces and transferring the forces generally longitudinally to a rearward support section which transfers the forces received from the frontal section to the platform. Disposed between and rigidly attached to the frontal and rearward section is a vertical front plate with the frontal section and rearward section fixedly supporting the front plate. The front plate is rigidly attached to an operator&#39;s cab plate which is in turn rigidly attached to the structural system of the carbody. 
     Another aspect of the present invention is embodied in a skate assembly for use in horizontal and vertical movement and placement of components on or within the platform of a locomotive. More particularly, the skate assembly of the present invention is embodied in a roller device which provides multi-directional movement. Attached to the roller device is a clamp device which positively holds the component and allows selective vertical fixation and placement of the component. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a side elevational view with parts broken away of a locomotive; 
     FIG. 2 is a front elevational view of the locomotive of FIG. 1; 
     FIG. 3 is a partial vertical section of a roof hatch and sidewall of FIG. 1, taken along the line  3 — 3  of FIG.  1  and in the direction generally indicated; 
     FIG. 4 is a partial enlarged view of one of the sides of the view of FIG. 3 illustrating a connection device suitable for use in the locomotive of FIG. 1; 
     FIG. 5 is a vertical section of a bulkhead suitable for use in the locomotive of FIG. 1, taken along the line  5 — 5  of FIG.  1  and in the direction generally indicated; 
     FIG. 6 is a frontal elevational view of an insert portion of the bulkhead of FIG. 5; 
     FIG. 7 is a partial enlarged elevational view of a window assembly suitable for use in the locomotive of FIG. 1; 
     FIG. 8 is a vertical sectional view of the window assembly of FIG. 7, taken along the line  8 — 8  of FIG.  7  and in the direction generally indicated; 
     FIG. 9 is a partial enlarged view of the upper end of the view of FIG. 8; 
     FIG. 10 is a partial enlarged side elevational view of a headlight assembly suitable for use in the locomotive of FIG. 1; 
     FIG. 11 is a partial enlarged front elevational view of the headlight assembly of FIG. 10; 
     FIG. 12 is a schematic view of a headlight assembly cooling system of the headlight assembly of FIG. 10; 
     FIG. 13 is an enlarged partial elevation, with parts broken away, of the front end of the locomotive of FIG. 2; 
     FIG. 14 is a vertical sectional view taken along line  14 — 14  of FIG. 13 of a collision post suitable for use in the locomotive of FIG. 1 a;    
     FIG. 15 is a top plan view taken in the direction generally indicated by line  15 — 15  in FIG. 13; 
     FIG. 16 is a side elevational view of a skate assembly of the present invention; and 
     FIG. 17 is a frontal elevational view of the skate assembly of FIG.  16 . 
    
    
     DESCRIPTION OF PREFERRED EMBODIMENTS 
     Referring to FIG. 1, a longitudinally extending locomotive is generally indicated at  10 . The locomotive  10  is of a type generally referred to as a monocoque locomotive, and has a horizonal, generally flat platform  12 . The platform  12  is mounted on a pair of trucks  14  having a set of rotatably mounted railroad wheels  16 . The platform  12  forms a lower portion of carbody  18 . The carbody  18  has a pair of sidewalls  20  which extend along the sides of the platform  12 . 
     The carbody  18  includes a number of roof hatches  22  which extends transverse across he platform  12  from sidewall  20  to sidewall. Referring to FIG. 3, the roof hatches  22  include a plurality of upwardly curved arch supports  24  and attached horizontal truss supports  28 . The arch supports  24  and truss supports  28  are spaced longitudinally along and extend transverse across the platform  12 . The roof  30  is a thin metal sheet which is attached to the upper surfaces of and supported by the arch supports  24 . 
     Referring to FIG. 4, the roof hatch  22  also includes a pair of downwardly opening channels  32  each of which are attached to and extend longitudinally along the roof hatch to interconnect the ends  24   a  of the arch supports  24  for each roof hatch. The channel  32  is also attached to the truss supports  28 . A downwardly extending flange  34  attaches the end of the truss support  28  to the arch support  24 . 
     The sidewalls  20  include a horizontally extending cant rail  36  which extends along at least a portion and preferably the entire length of the locomotive  10 . The cant rail  36  is generally trapezoidal in transverse cross section and has a portion  38  which extends inward over the platform  12  (FIG. 1) in a cantilever fashion. The cant rail  36  includes a lower wall  40  and a parallel upper wall  452 . The cant rail  36  also includes a vertically extending inner sidewall  44  and outer sidewall  46 , which supportably connect the lower wall  40  the upper wall  42 . The upper wall  42  and lower wall  40  are relatively thin and may have a general thickness of about 4 millimeters. Thus, localized force, particularly in the vertical direction, on the lower wall  40  or upper wall  42  may cause deformation of those walls. 
     To removably connect the cant rail  36  to a component at the locomotive such as the roof hatch  22  without deforming the cant rail, an attachment assembly generally indicated at  50  and embodying the present invention is provided. The attachment assembly  50  includes a lower mounting plate  52  disposed coplanar with and rigidly attached to the lower wall  40  of the cant rail  36  preferably by welding, and an upper mounting plate  54  disposed coplanar with and rigidly attached, preferably by welding, to the upper wall  42 . The upper mounting plate  54  forms a circular center opening  56  which is vertically aligned with a circular central opening  58  in the mounting plate. The upper wall  42  forms a circular opening  60  which is coaxially aligned with the opening  56  in the upper mounting plate  54  and the opening  58  in the lower mounting plate  52 . Similarly the lower wall  40  the cant rail  36  has a circular opening  62  similar in size to the opening  60  in the upper wall  42  and vertically aligned with opening  60 . 
     the attachment assembly also includes a tubular sleeve  64  which extends vertically through the opening  60  in the upper wall  42  and the opening  62  in the lower wall  40  and has an upper end  66  which extends within the opening in the upper mounting plate  56  and is rigidly attached to the upper washer, preferably by welding. A lower end  68  of the tubular sleeve  64  extends within the opening  58  in the lower mounting plate  52  and is rigidly connected to the lower washer, preferably by welding. Extending upward through the sleeve  64  is a removable connector such as a bolt. The bolt  70  includes a lower head  72 . A flat washer  74  circumscribes the bolt  70  and is disposed between the head  72  and lower washer  52 . An upper end  76  of the bolt  70  is threaded into a member configured to removably connect to the upper end of the bolt such as a nut or tap block  78  operably attached to the component mounted to the cant rail  36  such as the channel  32  of the roof hatch. 
     The truss support  28  is removably attached to the cant rail  36  by bolt  80  which extends through the end of the truss support and is received in a nut  82  attached to the inner sidewall  46  of the cant rail  36 . 
     When the roof hatch  22  is removably attached to the cant rail  36 , the channel  32  and upper wall  42  form a seam S. To prevent environmental elements, such as water from intruding into the carbody  18  through the seam S, a sealing mechanism indicated at  84  is provided. The sealing mechanism  84  includes an angle rib  86  having a thin solid lower vertically extending section  86   a  which is attached to and extends longitudinally along the upper wall  42  of the cant rail  36 . The angle rib  86  also includes an upper lip  86   b  which extends downward and outward and generally parallel to the outer side  32   a  of the channel  32 . A compressible gasket  90  is fixedly attached to the channel  32  and placed on the channel so that the gasket is vertically aligned with the angle rib  86 . The angle rib  86  compresses the gasket to seal the seam S. 
     In operation, the roof hatch  22  is aligned with and positioned over the sidewalls  20  to that the tap block  78  is aligned with the tubular sleeve  64 . The flat washer  74  is positioned to circumvent the bolt  70  and the bolt is inserted upward through the tubular sleeve  64  and threaded into the tap block  78 . Bolt  70  is threaded into the tap block  78  until the tap block contacts the upper mounting plate  54  and the flat washer  74  contacts the lower mounting plate  52 . Continued rotation of the bolt  70  applies a clamping force between the roof hatch  22  and cant rail  36  and causes the flat washer  74  to exert an upward force against the lower mounting plate  52  and the tap block  78  to exert an oppositely directed force against the upper mounting plate  54 . The upper mounting plate  54  distributes the downward force about the upper wall  42  of the cant rail  36 . Similarly, the lower mounting plate  52  distributes the upwardly directed force about the lower wall  40  of the cant rial. In addition, tubular sleeve  64  acts as a vertical support to maintain the relative position of the upper wall  42  and the lower wall  40  and prevent compression of the upper wall and lower wall so that roof hatch  22  can be boltedly connected to the cant rail  36  with sufficient clamping force without causing deformation of the cant rail. 
     As the roof hatch  22  has been attached to the sidewalls  20 , the angle rib  86  compresses a portion of the gasket  90  to form the seal. 
     Although the attachment assembly  50  has been described as being employed to connect the roof hatch  22  to the cant rail  36 , the connection device may be used also to removably connect any element of the locomotive to the cant rail without causing deformation of the cant rail. 
     Referring back to FIG. 1, the cant rail  36  is one of a number of horizontal supports  100  which are attached to vertical supports  102  and form a frame  104  for the carbody  18 . Attached to the exterior of the frame  104  is a plurality of thin metal sheets  106  which form the exterior surface  108  of the carbody. The carbody  18  also includes a series of bulkheads  124 , each of which extend transversely across the platform  12  from sidewall  20  to sidewall. The bulkheads  124  are attached, preferably by welding, to the sidewalls  20  and platform  12  to separate the carbody  18  into compartments  126  and provide structural support to the carbody principally by acting as a brace to the cant rails  36  in the sidewalls  20 . The bulkheads  124  include a forward bulkhead  128  which separates a crew compartment  130  form an engine compartment  132 . 
     Referring to FIG. 5, the forward bulkhead  128  includes an attached portion  134  and an insert portion  136 . The attached portion  134  includes a lower section  138  which forms a door frame  140  in which a door  142  is mounted. The attached portion  134  also includes an upper section  144  which has a lower generally horizontal edge  146  and upper edge  148  which is configured to contact the inner surfaces of the sidewall  20  and roof hatch  22 . The attached portion  134  is attached to the platform  12  and sidewall  20 . Also, the attached portion  134  of the bulkhead  128  and the platform  12  and sidewall  20  form an opening  149 . 
     The upper section  144  includes a vertical plate  150  and a set of vertically extending supports  152  which are welded to the rearward surface of the plate. Also welded to the plate  150  and extending along the lower edge  146  of the upper section  144  and the top of the door frame  140  is a horizontally extending support  154 . Extending vertically along inner side  140   a  of the door frame  140  is a vertical support  156  which is integrally attached to one of the vertical supports  152  on the upper section  144 . 
     The insert portion  136  of the forward bulkhead  128  is disposed in the opening  149  and includes a plate  158  which is aligned with the plate  150  of the upper section  144  so that plate  158  and plate  150  are in the same plane. The plate  158  having an outer peripheral edge  160  which is attached, preferably by welding, to the attached portion  134 , the sidewall  120  and the platform  112  so that plate  158  and plate  150  form a unitary piece. On the rearward side of the plate  158  is a vertical support  162  which is aligned with and attached to one of the vertical support  152  on the upper section  144 . 
     Referring to FIG. 6, the forward surface  158   a  of plate  158  of the insert portion  136  forms a substrate  163  for the mounting of a grouping of control components  164 . These components  164  typically include such components as an alternate field regulator  166  and a blower field regulator  168  as well as other types of components. 
     Referring to FIGS. 5 and 6, in operation the sidewalls  20  are attached to the platform  12 . The attached portion  130  of the forward bulkhead  128  as well as the other bulkheads  124  are attached to the platform  12  and sidewalls  20  to provide structural support for the carbody  18 . In a location remote from the carbody  18 , the assembly of components  164  is mounted on the substrate  163  of the insert portion  136  of the forward bulkhead  128 . 
     A lifting device  170  such as an overhead crane with attached harness lifts the insert portion  136  and assembled components  164  and positions the insert portion over the platform  12  and just forward of the attached portion  134 . The lifting device  170  then lowers the insert portion  136  until it is positioned between the upper section  144  and the platform  12  and the lower section  138  and the sidewall  20 . 
     The insert portion  136  is then moved toward the rear of the locomotive  10  until the plate  158  of the insert portion  136  is aligned with and generally forms a single plane with the plate  150  of the upper section  144 . The peripheral edge  160  of the insert portion  136  is then welded to the attached portion  134 , platform  112  and sidewall  120  to complete the forward bulkhead  128 . When the insert portion  136  is attached to the attached portion  134 , the attached and insert portions form a unitary piece of the structural system of the locomotive  10  in that forces applied to either the attached portion  134  or insert portion  136  are transferred throughout the bulkhead  128  as if the bulkhead did not have two sections. 
     The vertical support system  162  on the insert portion  136  is attached to one of the vertical supports  152  on the attached portion  134 . The assembled component  164  are then connected to various electrical and signal connectors (not shown) within the locomotive. 
     Referring to FIGS. 16 and 17, the skate assembly for moving components once the components have been placed on the platform  12  of the present invention is generally indicated at  172 . The skate  172  includes a roller device  174  which has a series of aligned rollers  176  rotatably mounted in a housing  178 . Rotatably mounted in the top of the housing  178  is a horizontal plate  180 . The roller  174  supports a large vertical load and provides roller-like movement in the direction of the alignment of the rollers  176 . In addition, the horizontal plate  180  is positioned with a low vertical height. One preferred roller device being a HILMAN® swivel locking plate roller. The housing  178  forms a set of holes  181  so that a rod  183  may be removably inserted in the hole. Force applied to the rod  183  in the lateral direction applies a torque to the roller device  174  so that the roller may be rotated while carrying the vertical load so that the direction of alignment of the roller  176  may be varied by varying the alignment of the rollers  176 . The direction of rolling can thus be selected. A plate  182 , configured to threadingly receive bolts, is rigidly mounted flush to the horizontal plate  180 . 
     Boltedly and removably attached by bolts  185  to the plate  182  is a bracket assembly  184  which has an angle piece  186  having a lower generally horizonal section  186   a  rigidly connected to a vertical section  186   b.  A triangular vertical angle piece  188  is rigidly attached and extends between the horizontal section  186   a  and the vertical section  186   b  to provide lateral additional support to the vertical section. 
     The horizontal section  186   a  forms two vertical threaded holes  190 . A vertical jacking bolt  191  extends through each of the holes  190  and is threaded for threaded movement through the holes. The jacking bolts  191  are sized so that they may carry the projected weight of the vertical load applied to the skate assembly  172 . 
     The vertical section  186   b  of the bracket assembly  184  has a series of horizontally aligned holes  190 . Extending through at least two of the holes  190  is a pair of mounting bolts  192 . The mounting bolts  192  extend horizontally through a vertical clamp bar  194  having holes  196  arranged similar to the holes  190  in the vertical section  186   b.  The vertical section  186   b  and clamp bar  194  are aligned and spaced to define a mounting area  196 . Nuts  198  are threaded on the end of the mounting bolts  192 . Rotation of the nuts  198  allows the distance of the mounting area  196  between the vertical section  186   b  and clamp bar  194  to be selectively varied. In addition, the set of holes  190  in the vertical section  186   b  and the set of holes  196  in the clamp bar  194  allow the spacing of the mounting bolts  192  to be varied. 
     In operation, a component  200  to be installed in the locomotive  10  is lifted off the floor by an overhead lifting device (not shown). A lower element of a component  200  such as a foot is fixedly clamped in the bracket assembly  184  between the vertical section  186   b  and the clamp bar  194  between the mounting bolts  192 . Skate assemblies  172  are thus positioned on the component  200  at locations needed to provide stability to the component. The component  200  is then transported to the locomotive  10  and deposited on the platform  12  between the sidewalls  20 . 
     The roller device  174  is then rotated so that the rollers  176  are aligned in the direction of desired travel. The component  200  is then rollingly transported on the skate assemblies  172  toward the desired location for the component. Should the direction of transport need to be altered, the rod  183  is inserted in one of the holes  181  in the housing  178  and the skate assembly  172  is rotated to the desired direction. The low vertical height of the roller  176  allows the skate assembly  172  to support the component  200  without causing the clearance height of the component to be significantly increased so that the component may be transported beneath low overhangs in the carbody  18 . 
     After the component  200  has been transported to a location, the component  200  is then selectively positioned at the desired position. After the component  200  is positioned, the jacking bolts  191  are extended downward by rotation of the bolts until the end contacts the platform  12  and slightly lifts the roller device  174 . The contact between the jacking bolts  191  and the platform  12  positively locates the component  200  and prevents further movement along the platform. 
     The roller devices  174  are then disconnected from the bracket assembly  184  and removed. The jacking bolts  191  are then rotated to selectively lower the component  200  to a desired vertical height. When the component  200  reaches the desired vertical height, the rotation of the jacking bolts  191  is stopped and the jacking bolts  191  maintain the selected vertical height of the component until the component has been attached to the locomotive  10  such as by welding. 
     Referring to FIG. 1, the sidewalls  20  of the locomotive  10  flex during operation of the locomotive  10 . Disposed within the sidewalls  18  adjacent the crew compartment  130  are two crew window assemblies  224 . One of the window assemblies  224  is located in each of the sidewalls  20  of the crew compartment  130 , and the two window assemblies are located transversely opposite from each other. 
     Referring to FIGS. 7 and 8, the window assembly  228  is disposed in opening  230  formed in the sidewall  220 . The window assembly  228  includes a peripheral frame  232  having an upper side  234 , a lower side  236 , a forward side  238 , and a rearward side  240 . Within the frame  232  is a sliding window  242  and a fixed window  244 . Attached to the sliding window  242  is a mechanism  246  for locking the sliding window to the forward side  238  of the frame  232 . 
     The sliding window  242  is mounted on an upper guide  248  and a lower guide  250 . The upper and lower guides  248  and  250  allow the sliding window to be moved in a longitudinal direction so that the window assembly  228  may be opened and shut. The sliding window  242  and fixed window  244  include an outer pane  252  of tempered glass and an inner pane  254  of heat strengthened laminated glass. Formed between the outer pane  252  and inner pane  254  is an air gap  256 . 
     The frame  232  includes a flange  258  which extends generally horizontally inward through the sidewall  18 . Integrally attached to the outer end of the flange  258  and extending generally vertically outward from the flange  258 , coplanar with the exterior surface of the sidewall  20 , is a peripheral skirt  260 . 
     Rigidly attached, preferably by welding to the outer surface  258   a  of the flange  258  and extending along the upper side  234 , lower side  236 , and rearward side  240  of the peripheral frame are tap blocks  262 . On the forward side  238  of the peripheral frame  232 , the tap block  262  is attached to the peripheral skirt  260 . On the forward side  238 , upper side  234  and rearward side  240  the tab blocks  262  are mounted in close proximity to skirt  260 . Referring to FIGS. 8 and 9, the tab blocks  262  on the forward side  238 , upper side  234 , and rearward side  240  are positioned so that tap blocks form a small clearance “C” between the blocks and the exterior plate  106  of the sidewall  20 . 
     The peripheral skirt  260 , is configured so that the skirt overlaps the edge portion  266  of the plate  106  of the sidewall  20  about the perimeter of the opening  230 . The outer surface  106   a  of the plate  106  and the inner surface  260   a  of the peripheral skirt  260  form an interface  270  having generally coplanar sides. 
     Attached to the tap block  262  and spaced about the forward side  238 , upper side  234 , and rearward side  240  of the window assembly  228  is a series of positioning devices or clamps  274 . Each set of clamps  274  includes an outer portion  274   a  and an inner portion  274   b  which is attached to the tap block  262  by bolts  276  which are threaded into tapped holes  278  in the block. The clamp  274  is configured so that when the inner portion  274   b  makes flush contact with the tap block, an outer tip  280  of the outer portion  274   a  contacts an inner surface  266   b  of the edge portion  266  and positions the peripheral skirt  260  relative to the plate  106  so that a desired width is formed in the interface  270  between the plate  106  and skirt  260 . The point contact of the clamp  274  on the edge portion prevent the width of the interface  270  from exceeding the desired width, but allows limited relative coplanar movement between the skirt  260  and plate  106 . 
     Disposed within this interface is a sealing putty or sealer  272 , preferably an RTV sealer or alternative non-rigid sealer, for sealing the interface to prevent the intrusion of the elements into the crew compartment  222 . The sealer  272  provides a water tight seal between close adjacent coplanar surfaces, but the sealer allows limited movement while maintaining the seal, particularly in a direction coplanar with the surfaces. The desired or preferred width of the interface  270  and therefore the cross sectional thickness of the sealer  272  is 0.04-0.05 inches. 
     Referring to FIG. 8, the tap block  262   b  on the lower side  236  of the frame  232 , abuttingly contacts a generally vertical flange  282  which extends along and is rigidly attached to one of the horizontally extending supports  100  in the sidewall  20 . The tap block  262   b  is attached to the vertical flange  282  by a series of bolts  286  which extend trough the flange and are received in threaded holes  288  in the tap block. Also, the tap block  262   b  is positioned so that when the vertical flange  282  contacts the tap block, the peripheral skirt  260  is compressed against the edge portion  266  of the plate  106 . Disposed between the skirt  260  and flange edge portion  22  is a sealing gasket or sealing putty  290 . 
     Referring to FIGS. 8 and 9, in operation a desired thickness of sealer  272  is placed on the outer surface  266   a  of the edge portion  266  about the periphery of the opening  230 . The peripheral frame  230 , the mounted sliding window  242  and fixed window  244  is then inserted into the opening  230  until the inner surface  260   a  of the peripheral skirt  260  contacts the sealer  272  and the tap block  262  on the lower side  236  of the frame contacts the vertical flange  282 . The tap block  262  on the lower side  236  is then bolted to the vertical flange  282  with bolts  286 . The clamps  274  are then installed by bolting the clamps to the tap blocks  262  about the forward side  238  rearward side  240  and upper side  234  of the peripheral frame. As the clamps  274  are being bolted to the tap blocks  262 , the outer tip  280  of the clamp contacts the inner surface  266   b  of the edge portion  266  and urges the skirt  260  toward the edge portion. When the lower portion  274   b  of the clamp  274  contacts the tap block the exterior plate  106  is positioned so that the width of the interface is a desired width and the sealer  272  forms the environmental seal between the window assembly  238  and the side wall  220 . 
     As the locomotive  210  is being operated, the sidewalls  220  flexes. As the sidewalls  220  flex, the lower side  236  of the frame  232 , which is rigidly attached to the sidewall, moves in the same manner as the sidewall. However, the clamps  274  position the upper side  234 , forward side  238  and rearward side  240  of the window assemblies  228  relative to the sidewalls  20  so that the sidewall and window assembly  228  are not separated by more than the desired thickness of the interface  270 . However, the clamps  274  allow limited, relative coplanar movement between the peripheral skirt  260  of the window assembly  230  and the sidewall  20 . Thus, the window assembly  230  may flex to a lesser degree than the sidewall  20 . But, the sealer  272  environmentally seals the interface  270  so that the elements can not enter the crew compartment. 
     Referring to FIG. 1, within the carbody  18  are many of the components needed to power and control the locomotive  10 . Included among these components is an air compressor  324  which supplies high pressure air (typically 120-140 psi) to a pressurized air system  326  (FIG.  12 ). The air system  326  may extend along the entire length of the locomotive  10  and supplies are for various pneumatic devices for the locomotive. 
     Referring to FIG. 2, the carbody  18  also includes a frontal nosepiece  328  having an upper portion  328   a  which is slanted rearward. Formed in the upper portion  328   a  is an opening  330 . Disposed in the opening  330  is a headlight assembly  332 . Referring to FIGS. 10 and 11, the headlight assembly  332  includes an enclosure  334  in which a pair of headlights  336  is mounted. The enclosure  334  has a frontal transparent wall or pane  338  housed in a frame  340  which is bolted to a housing  342  which may be formed in the frontal nosepiece  328 . The pane  338  is mounted flush with the slanted portion  328   a  of the nosepiece  328  (FIG. 2) to reduce air drag. 
     Referring to FIG. 10, the housing  342  includes a vertical rear wall  344  in which the headlights  336  are mounted. The housing  342  also includes a horizontal bottom wall  346  integrally connected to the rear wall  344 . Extending through the rear wall  344  above the headlights  336  is a circulation air delivery device indicated generally at  348 . The air device  348  includes a thin metal tube  350  extending through the rear wall  344  and connected to the rear wall by common tube connecter  352 . Rearward of the rear wall  344 , the tube  352  curves and extends downward along the front surface of a front or collision plate  354  which protects the crew compartment from objects which may collide with the locomotive. Just above the platform  12  the tube curves rearward and extends through the collision plate  354  where the tube is connected to an air modulating system  356  (FIG.  12 ). 
     The air device  348  also includes an air exit tube  357  which extends through the bottom wall  346  of the housing  342 . The air exit tube  357  extends vertically downward through the platform  12  (FIG. 1) where the bottom end is open to the environment. The upper end of the air exit tube  357  is flush with the bottom wall  346  so that the exit tube functions to drain away any water which may enter the enclosure  334 . The long vertical length of the exit tube  357  prevents water from travelling up the tube and entering the enclosure  334 . 
     Referring to FIG. 12, the air modulating system  356  is connected to the high air pressure system  326  and functions to reduce the pressure of the air and also control the flow of air entering the tube  350  from the high pressure system. The air modulating system  356  includes a pressure reducing valve  358  and an orifice  360 . The pressure reducing valve  358  preferably reduces the pressure of the air from the high pressure system. The orifice  360  regulates the flow of air into the tube  350 . Upstream of the pressure reducing valve  358  is a shut off valve  362  to allow the user to shut off the air delivery device  348 . 
     In operation, the shut-off valve  362  is actuated to allow high pressure air from the high pressure supply system  326  to flow into the air modulating system  356 . The air flows through the shut-off valve  362  and into pressure reducing valve  358  to reduce the pressure of the air to a desired pressure. The air then flows from the pressure reducing valve  358  through the orifice  360  which constrains the passage of the air so that a desired flow rate of air enters the metal tube  350 . The air flows through the tube  350  and into the headlight enclosure  334 . The air then flows through the enclosure  334  and out of the enclosure through the air exit to  357 . As the air flows through the enclosure  334  the air heats up thereby removing the heat generated by the headlights  336 . Positioning the air entry tube  360  above the headlights and the air exit tube  357  below the headlights causes the air to flow over the headlights  336  which improves the heat transfer. 
     Referring to FIG. 2, below the headlight assembly, the locomotive  10  includes a collision post assembly  410 . Referring to FIGS. 13 and 14 the collision post assembly  410  includes a pair of collision posts  412 . Both of which are connected to a vertical front plate  414  which is rigidly attached to an upper deck  416  forming part of the platform  12  of the locomotive  10 . The upper edge of the front plate  414  is rigidly attached, preferably by welding, to a frontal operator&#39;s cab plate  415  which extends about the front of the operator&#39;s cab compartment  130  and is in turn, rigidly connected to the structural system of the carbody  18 . 
     The collision post  412  includes a front section  418  which is rigidly attached to the upper deck  414  and the front surface of the front plate  414  and a rear section  420  which is rigidly attached to the upper deck  416  and the rear surface of the front plate. 
     The front section  418 , has a vertical, generally planar plate  422  which extends generally parallel to the front plate  414 . A horizontal plate  424  connects the top end of the vertical plate  422  to the front plate  414 . Best shown in FIG. 15, the horizontal plate  424  is generally planar and frustrotriangular shaped with base  424   b  attached to the front plate  414 . The frustroconical shape of the horizontal plate  424  causes any collision forces exerted on the front section  418  to be distributed horizontally over the front plate  414 . 
     Referring to FIGS. 13 and 14, the front section  418  also includes a cap  426  having a lower section  426   a  which is rigidly attached to the top end of the vertical plate  422  and rearwardly inclined to follow the contour of the upper section  328   a  of the nosepiece  328 . An upper section  426   b  of the cap  426  is generally horizontal and rigidly attached to the front surface of the front plate  414 . 
     The front section  418  further includes a lower upside down U-shaped channel  428  which is rigidly attached to and horizontally extends from the base of the vertical plate  422  to the front plate  414 . Both sides of the channel  428  are also attached to the upperdeck  416  along the length of the channel. 
     The rear section  420  of the collision post  412  includes an inclined, generally planar frontal piece  430  which is rigidly attached to the front plate  414  directly opposite the point of attachment of the horizontal plate  424  to the front plate. The frontal piece  430  is downwardly inclined and rigidly attached to the upperdeck  416 . 
     Horizontally aligned with the front channel  428  and attached to the rear surface of the front plate  414  directly opposite the front channel  428  is a U-shaped rear channel  432  similar to the front channel. The rear channel  432  extends horizontally from the front plate  414  to the front inclined piece  430  to which the rear channel is rigidly attached. Both sides of the rear channel  432  are rigidly attached to the upper deck  416  along the length of the channel. 
     The rear section  420  also includes a generally planar rear piece  434  which is downwardly inclined parallel to the frontal inclined piece  430 . The rear piece  434  is rigidly attached to the front plate  414  directly opposite the attachment of the upper section  426   b  of the cap  426  to the frontal plate. Also, the lower end of the rear piece  434  is rigidly attached to the upper deck  416 . 
     By attaching the rear channel  432 , rear inclined piece  434  and frontal inclined piece  430  to the front plate  414  directly opposite the attachment of the front channel  428 , horizontal plate  424  and cap  426 , respectively, to the front plate  414 , collision forces applied to the front section  418  are transferred through the front plate  414  to the rear section  420 . Therefore, the thickness of the front plate  414  and frontal section  418  may be reduced to save weight. 
     In addition, the rear section  420  provides lateral support for the front plate  414  and front section  418  to allow the front section to have less bulk and therefore weigh less while retaining sufficient strength to withstand potential collision forces. 
     Also, by rigidly attaching the frontal section  418  and the rearward section  420  to the front plate, and also rigidly attaching the front plate to the operator&#39;s cab frontal plate  415 , the frontal section, rearward section, operator&#39;s cab plate  415  and front plate act as a unitary piece. Thus, a localized collision force applied to either the frontal section  418  or front plate  414  is divided and transferred to the platform  12  and sidewalls  20  by the cab plate  415  and frontal and rearward section. 
     To further strengthen the collision post  410 , the collision post is configured and attached to the upper deck  416  of the platform  12  so that the vertical plate  422  is attached to the upper deck vertically opposite from the attachment of a frontal piece  436  of the platform. Similarly, the rear inclined piece  434  is attached to the upper deck  416  vertically opposite from the attachment of a vertical support plate  438  of the platform  12 . Thus, the platform  12  is selectively supported in locations at which collision forces are transferred to the platform to prevent deformation of the platform from the collision forces. 
     A specific embodiment of the novel locomotive according to the present invention has been described for the purposes of illustrating the manner in which the invention may be made and used. It should be understood that implementation of other variations and modifications of the invention in its various aspects will be apparent to those skilled in the art, and that the invention is not limited by the specific embodiment described. It is therefore contemplated to cover by the present invention any and all modifications, variations, or equivalents that fall within the true spirit and scope of the basic underlying principles discussed and claimed herein.