Subject: Communications, Radio/Telephone/Intercom (5/31/1991)
[9/2/86] Radio - The Radio Sub-Committee has approached Amtrak with a view toward obtaining permission for private car owners to have transmitters or walkie-talkies in their cars for use in emergency situations when it is impossible to get through to the remainder of the train. Dick Horstmann advises that Amtrak seems favorably disposed to some arrangement. I have collected literature from perhaps ten makers of transceivers suitable for this service, and there are many such radios available in the $500-$700 range. Surely, one of our members deals in these industrial radios, and may be able to offer the members a substantial discount, or else knows of a store which offers such discounts. If you do, please contact me.
[11/5/86] Telephone Connections - We need to investigate and recommend a standard telephone connection for universal use. The prior Anderson plug is no longer being made. Some type of waterproof modular plug might work. Please give your suggestions to Ken Izant, P. 0. Box 2013, San Leandro, California 94577 or to Tex Collins, 6124 Sherry Lane, Dallas, Texas 75225.
[12/29/86] Telephone Connections - As mentioned in my last report, Amtrak has asked us to look into some plug system to replace the Anderson plugs (welding connectors) currently used at some stations for telephone service. Apparently, a two pin Pyle-National connection is favored by some roads. I had asked you to send your suggestions either to Ken Izant, or Tex Collins. I have determined that there are some very inexpensive modular plugs mounted in waterproof housings available. This will probably be our recommendation to Amtrak, since they are pretty well universally available, inexpensive, and easy to repair. Nonetheless, we would appreciate receiving your thoughts.
[3/2/87] Radios - Although we have not received written word yet, Amtrak will not license, or permit, the use of the carrier railroads frequencies by private car owners. One reason is contained in the preceding paragraph, another is the opposition of the carriers, and finally the fact that there is little, or no way, to control people who might misuse the radio. Instead, Amtrak will encourage, and shortly mandate, the inclusion of a 27 point communications line.
[3/2/87] Telephones - We are coming along with our analysis and projected report on new telephone connectors for use by Amtrak, and perhaps by the other carrier railroads. My original thought of using modular plugs has been scratched, because of letters received from Jim Stevenson (Hollywood Beach), Larry Bauman (Palm Leaf), and Peter Moseley (Louisa). In particular, Stevenson points out that modular plugs give nothing but trouble in the rain and snow. They simply were not designed for an outdoor environment, nor hard use. Consequently, Ken is now looking at the Pyle-National and the Marine-RV plugs more carefully. If you have any comments, please get them in to Ken Izant immediately.
[6/26/89] Cellular Telephones - Amtrak is experimenting with cellular telephones on trains 21 and 22. If this experiment works, it will enable Amtrak crew members to advise dispatchers and station agents of problems, request provisions, and the like. Many private car owners already have cellular phones, and have found them useful in arranging taxis and ordering groceries. As the market grows, there will be fewer and fewer areas where cellular telephones are ineffective.
[12/26/89] Communication with Superliners - As those of you who travel in the West know, it is exceedingly difficult and dangerous to climb between a low level car and high level car because of the difference in height. We had previously recognized this problem, and had discussed with Amtrak the feasibility of being allowed to purchase radios, and use the carrier railroad frequencies in emergencies. Amtrak, on the other hand, felt that the use of such radios might very well be abused (and they were correct) and further that Amtrak did not really have the authority to allow us to use frequencies which they were using only as the tenant of the carrier railroads.
There have been a few incidents now which have brought the problem back into focus. The most recent occurred on September 24 when a passenger on the PV National Forum traveling between L.A. and Salt Lake suffered a fatal heart attack. There was no ready way to communicate with the conductor or the carrier railroad.
On December 15, Bennett Levin & I had a meeting with Danny Boehr, Laddy Shrbeny, and Elton Miller concerning various ways to approach the communications problem. Amtrak is now leaning toward requiring that you not only pass the 27 pin connections through, but also that you tap into, and be able to communicate and signal on the train intercom lines. The two manufacturers of intercommunication equipment used by Amtrak are Safetran Systems Corporation and Midwest Electronics. Safetran supplied the units for the heritage equipment and for the Superliners. Midwest has supplied the more recent equipment to Bombardier, Maryland DOT, Atlanta, and Boston. We have checked with both of them to see what the cost of a simple unit would be which would comprise a push-to-talk button, and a combination speaker-microphone unit in private cars. We have been quoted prices approaching $1,000 in quantities of 10.
We are attempting to secure wiring diagrams for this equipment. I believe that a simple unit of the type we require could be manufactured for less than $50, if we could find a knowledgeable electronic engineer in our midst. I do not believe the circuit needs to be any more complicated than that found in a Radio Shack intercom, which sells for less than $15, and is battery operated. In any event, until we get the problem worked out, as you put HEP in your cars, you should bring in wires to the interior to cover at least one audio pair, and perhaps two spare bell wires, so that you will be able to connect to the intercom system. These wires would be in addition to the required conductor's signal buttons at each end of the car. A simple approach would be to use your conductor's signal to alert the engineer, say with a series of shorts; who could in turn ask the conductor to go back to the rear door. Whether legal or not, you would still be more comfortable with a radio too.
[10/2/90] Intercom Systems - We are still trying to find a suitable intercom for use by private cars which are run behind the high level and sealed mail equipment. Midwest Electronics, the provider of the intercoms for the Horizon fleet of equipment, hopes to give us a bid. I have tried to make them understand that we do not wish to spend more than $200 for a bare-bones intercom system, in view of the very high expenses which have been mandated by Amtrak for trucks and HEP. In the interim, my efforts in trying to find people who would design an appropriate system have been fruitless. Consequently, I would appreciate any help that could be given to me by any member in designing a simple system which will interchange with the Amtrak system, and provide us with a way of having voice communication between the private car and the rest of the train, when the private car is behind a superliner or a sealed mail car.
Mr. Bruss, electrical engineer with Amtrak, and the expert on the HEP and 27 pin system, is not happy with the concept of simply having a conductor's button to signal the locomotive engineer. Apparently, this Amtrak system does not work reliably in service. He, however, believes that the intercom system is reliable. I believe he is mistaken, but I have no evidence to the contrary, except what you will provide me.
[3/11/91] Intercom Systems - Fred Seibold has designed and built an intercom for use through the 27 pin connection with Amtrak trains. It is built around a Radio Shack intercom, and the total parts costs looks like it will come out at under $40.00. Jim Stephenson and I have tested this intercom on the Amtrak train which lays over here in Houston, and we are able to both transmit and receive on the PA system, as well as the intercom system. Fred is going to work out a few more minor glitches, and after the unit has been tested by Mr. Bruss, we will publish the wiring diagram and part lists.
The only problem with all of this is that often the 27 pin connectors are not installed. The engine intercom units are apparently so unreliable that they are missing from many locomotives, and the crews rely on a special radio frequency to talk to the engineer via walkie talkie.
[5/31/91] Intra-Train Communications - As previously reported, we have submitted an intercom to Amtrak for evaluation, and we have not yet heard from Mr. Bruss. In the meantime, we have been able to supply Mr. Boehr with a series of frequencies used by Amtrak for intra-train communication. These frequencies are used between the engineer, conductor, and brakeman, are assigned to Amtrak, and are different than the carrier frequencies. We are again asking that Amtrak not require an intercom which is compatible with the 27 pin connector, but instead we are asking them to give us the choice of having either such an intercom, or alternatively an appropriate walkie-talkie. We shall see.
Paul L. DeVerter II
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