UPDATE ON OPERATION OF PRIVATE CARS AT SPEEDS UP TO 125 MPH ON AMTRAK - 6/18/2001
- aaprcosocialmedia
- Oct 26
- 6 min read
REPORT AND DISCUSSION ON MEETING WITH
AMTRAK AND AAPRCO TO SET UP 125 MPH
QUALIFICATIONS FOR PRIVATE CARS
HELD JUNE 6, 2001, WILMINGTON, DE.
These are my additions and supplements to the notes prepared at the meeting in
Wilmington. I will attempt to expand on the official Meeting Notes prepared by Dave
Warner, and explain items that may not be clear. This will not be exhaustive.
ATTENDEES
Those attending were Greg Gagarin, Assistant General Manager, Standards and
Compliance; Ed Lombardi (Chairman), Director of Performance and Test; David Warner,
Senior Test Engineer; Harold Weisinger, Senior Engineer; Paul DeVerter and Diane
Elliott.
OBJECTIVES
The object was to go over the FRA requirements for running cars at 125 mph, and
then to explain the proposal by Amtrak to seek a waiver from some of the more costly
procedures.
Attached is a DRAFT proposal to the FRA from Amtrak, which sets forth the
proposed protocol. The Code of Federal Regulations, 49 CFR §213.345, requires an
instrumented wheel set test for every car type that desires to operate at above 110 mph.
In addition the regulations require the test to be run at 135 mph, not merely 125 mph.
This is quite an expensive proposition, as you can see from the draft of the proposed
letter to the Acting Director of the FRA. Consequently, Amtrak is willing to propose that
a waiver be granted and that the test be modified. If accepted, this would save car owners
a considerable amount of money.
PARTICULARS
Amtrak is attempting to set forth a test protocol which it believes has a good
chance of being accepted. Rather than using the required instrumented wheel sets,
Amtrak is proposing instead that a particular curved mile of track be instrumented with
strain gages, and a series of tests be run over this track. In addition the cars would have
car floor and truck lateral accelerometers, as set forth in 49 CFR §213.333. The tests are
required to be run over the entire track where cars might operate at 125 mph, and this
means all the way from Washington to Boston. The tests will be run over the entire line
at 115 mph, 120 mph, and then 125 mph.
Before this is done, however, a lean test must be performed. This is done to try to
establish cant deficiency, or the amount of load shifting as the car goes around a super
elevated curve. Again, all of this is required by the FRA rules.
WHEELS
Amtrak feels that cars that are solely tread braked are not acceptable at 125 mph.
They cite tests of the original Metroliners which incurred a lot of thermal cracking in the
wheel treads. To remedy this, wheels with less carbon content were tested – called sub A
wheels (generally wheels come in three categories of hardness or carbon content, A, B,
and C, and are specified for tread or disc brakes). Even these did not solve the problems.
George Binns said that ASME literature was available setting forth the Metroliner
problems. In addition the crystalline structure of the wheel surface changes when it
peaks over 900-1000ºF. While Amtrak is willing to run the test train with tread braked
cars, it is not willing to certify them for sustained operation at 125 mph.
Amtrak will require that the wheels be turned so that they have an AAR 1B
profile, which is known as a narrow profile. They see no problem with CFM or TFM
disc brakes. They will review rim stamped disc braked wheels for use at 125 mph.
BEARINGS
Amtrak is not going to allow Hyatt bearings with thrust blocks and cylindrical
bearings at 125 mph. They did check with Timken during the meeting concerning
rubbing bearing seals. These seals will not be allowed in regular operation at 125 mph,
although they will be allowed in the tests. It is apparently very hard to tell what kind of
seal a bearing has by looking at the outside. It may require that the bearings be pulled to
look at the backside. Timken is willing to look at the cars and see if they can determine
this without pulling them. Timken also wants all bearings to be rotated by hand to
determine if there are any rough spots. In a subsequent conversation, Timken advised
that EE bearings have rubbing seals.
The size of the bearing must be proportional to the weight being carried, and the
speed at which operated. They felt the bearings on the DOVER HARBOR, while
adequate for lower speeds, were not for 125 mph. Timken was also concerned about the
condition of the grease and whether it might have separated into oil and soap. Apparently
the age of the grease is not so much a problem, so long as they are regularly used, which
keeps the grease emulsified.
If the cars pass the 125 mph testing, Amtrak will require the owners to have onboard
hot bearing detectors. The apparatus will be supplied by Amtrak, but the owner
must cover labor, engineering, and installation. This will be connected to the 27 pin
lines.
LEAN TEST
It is felt that all cars that run at 110 mph have already been approved for 4” cant
deficiency. This information needs to be forwarded to the FRA by Amtrak. Amtrak will
also review heritage cars, and determine whether they are already acceptable at 5”.
There may be a problem for heavyweights and 5” of cant deficiency. This will be a
problem between NYC and Boston.
DETAILS
It will probably take six days for the testing, but allowing for rain and other
delays, the owners should plan on two weeks. The cars will be assembled in
Philadelphia, most likely. They will have to be there several days early.
Amtrak indicates it only wants to test 4 or 5 cars at a time. This is because the
amount of data to be generated is massive. But this also means two trains. Further
negotiation is needed on this point.
Assuming the FRA is amenable, the submission procedure will take about six
months to complete, before the tests can begin. All of this is set forth in the Meeting
Notes.
Amtrak emphasized that wear and tear on cars running 125 mph will be
considerably increased. Specifically, car owners should expect more frequent
replacement of brake discs.
OPERATIONS
After the mechanical meeting was over, Ben Cornelius from Operations came
down and the discussion turned to train availability. There will continue to be problems
with double switching in Washington, no matter what the speed of the train, and there
will continue to be time constraints in Philly. So being qualified to run at 125 mph does
not get you on or off the train anyway. This will be the subject of further discussions
later this month.
CONCLUSIONS and BOTTOM LINE
The speed testing will be done with 4 or 5 cars, the estimated cost of $150,000
(not including the engine, crew, and track time which Amtrak will absorb) to be divided
among them. Amtrak, at this time, does not want to test 8 cars on the same train. This
means each car would have to contribute $150,000/4 or 5, or $37,500 or $30,000 up
front, whether or not it passed the test. If at some later time, another car (or more) can
show substantial identity to one that passed the test, it would likely be accepted without a
test. This raises a payment fairness problem, which will have to be addressed.
Additionally there may be $12-13,000 + travel expense for a lean test.
Each car speed tested would be unavailable for at least 2 weeks, while the speed
test is conducted. It is undetermined whether Amtrak would absorb the cost of moving
the cars to Philly as assembly point of the speed test. Amtrak will not charge storage, etc.
during the test. Even if the test is successful, the bearing seal problem remains. Amtrak
is willing to test the cars even if the bearings have rubbing seals on the roller bearings.
But, since Amtrak wants the cars which will run at 125 mph to be capable of continuous
service, rubbing seals will not be permitted (other than for the speed test). Apparently it
is not possible to look at a bearing and tell the kind of seals, although Timken is willing
to try to make the determination w/o dismounting the bearings. This is another potential
cost.
Thereafter, the operating problems continue. That is, insufficient dwell time in
Philly to add or remove cars on many trains, and insufficient time in Washington to
double switch for many trains, even if the cars are rated at 125 mph.
In my view, the solution will have to lie in forgetting about 125 mph, and
convincing operations to be flexible and lose time in Philly and Washington on slower
trains. This will require decision-making and intervention by Anne Hoey. If this were
done, the Florida trains would be available, if they have Roadrailers, or other cars, such
as Viewliners, which limit them to 110 mph or below.
Paul L. DeVerter II
ATTACHMENTS
1. DRAFT of proposed letter to FRA from George Binns
2. Meeting Notes of June 6, 2001 “Private Cars at 125 MPH”
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