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Chief Mechanical Officer's Report - Buffers and Diaphragms (8/31/1987)

Updated: Aug 24

Subject:  Buffers and Diaphragms (8/31/1987)


[1/3/86] Diaphragms - Effective June 1, Amtrak will require diaphragms on both ends of all mid-train cars, and at the forward end of rear-end cars, and is considering proper buffers as well. At the last convention, it was noted that several pairs of cars did not have diaphragms, and Amtrak felt there was a safety hazard involved for passengers moving between these cars. You should also note that while your car may start out a trip at the rear, you may expect other cars to be coupled to it when conditions require, at Amtrak's option. I recommend that you change both ends of your cars to the tube diaphragms, before you get set-out because an incompatible car is put on behind you.


[9/2/86] Buffers and Diaphragms - These are now mandatory, along with tight-lock couplers, effective September 1, 1986.


[3/2/87] As you have been previously advised, Amtrak requires diaphragms and proper buffers between all cars where the cars were originally so equipped by the railroads. This is to eliminate safety hazards. One more safety hazard has appeared, and that is the differences in heights of the buffers. The floor plate on Amfleet cars is 53" from the top of the rail. On Heritage equipment, it is 50.75". This creates a potential for a passenger to trip in the dark. Consequently, effective immediately, a sloping floor sheet will be required between cars where the buffers are of different heights, so that no abrupt change in height exists. There are many ways to accomplish this, and one of the simplest was devised by the Eagle Cliff. They simply bolted a piece of angle iron to the lower floor at the buffer, and then welded hinges and a slope sheet to the top of the angle iron, so that it folded back over the floor pan. This would work when operating with Amfleet equipment. When working with other Heritage equipment, the angle iron is simply unbolted, and removed, thus making both buffers the same height.


[8/31/87] Amfleet and Superliner Diaphragm Conversion - The last issue of PV had an article concerning the removal of the vertical metal diaphragm plate and canvas diaphragm, and their replacement with the rubber tube type. Both Martin McDonough and Ed Laird have commented upon one aspect of the conversion which was not mentioned. The buffer support rods which run vertically from the top of the car down to support the buffer plate should not be removed. To do so will run the risk of broken buffer stems, and will not result in proper stabilization of the platform height. Indeed, Larry Haines and I both found that the buffer plate will begin to chatter, and take an awful beating from the mating car. Amtrak supports the buffer plate with high strength stainless steel aircraft cable mounted inside of the rubber tubes. You may find that the buffer support rod will need to be moved backwards slightly, but this can be done by any competent welder. Similarly, the horizontal torsion rod at the bottom should be retained, if your car is so equipped.


Paul L. DeVerter II

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