California Department of Transportation Division of Rail Rolling Stock Procurement Branch

Transcription

1 California Department of Transportation Division of Rail Performance and Evaluation Criteria Specification Revision A May 11, 2010

2 Table of Contents 1.0 Fabricated Truck Performance Regulations, Standards, Specifications and Drawings Regulations Standards Specifications Drawings General Weights, Dimensions and Clearances Truck Frame and Components Wheel and Axle Assembly Wheels Axles Wheelset Balancing Journal Bearings Speed Sensors and Cables Wheelset Records Truck Braking System Handbrake Wheel Slip Protection System Suspension Longitudinal Traction Rods Strength of Truck to Car Body Connections External Noise Limit Electrical Grounding Reliability and Maintainability Ride Quality Modeling Dynamic Modeling Truck Frame Fatigue Modeling Operating Environment Considerations Truck Frame/Bolster Fabrication Static and Fatigue Tests Service Life and Maintenance Requirements Appendix A Fabricated Truck Evaluation Criteria Regulations, Standards, Specifications and Drawings Regulations Standards Track Worthiness Hunting Test Page 2 of 34

3 2.2.2 Constant Curving Test Spiral Test Twist and Roll Test Pitch and Bounce Test Yaw and Sway Test Dynamic Curving Test Static Body Roll Physical Testing Static Testing Fatigue test Ride Quality Testing Braking Performance Test Exterior Noise Level Testing Manufacturing and Production Testing Page 3 of 34

4 1.0 Fabricated Truck Performance 1.1 Regulations, Standards, Specifications and Drawings All regulations, standards, specifications, and drawings, which pertain to this chapter, are listed below. The following list is furnished as a guide to the truck supplier, but shall not be construed as complete. When any of the following are superseded by an approved revision the revision shall apply Regulations FRA (Federal Railroad Administration) 49CFR 213 Subparts A G 49CFR Standards AAR (Association of American Railroads) Manuals of Standards and Recommended Practices M-101: Axles, Carbon Steel, Heat-Treated M-107/208: Wheels, Carbon Steel M-114: Helical Springs, Heat Treated Steel M-213: Truck Fabricated Steel Design M-1001, Chapter 11: Service-Worthiness Tests and Analyses for New Freight Cars S-2026: Plate B Unrestricted Interchange S-3007: Specifications for the Certification of New Truck Designs for Compatibility with Hot Bearing Detection Systems APTA (American Public Transportation Association) SS-M : Standard for Parking Brakes for New Passenger Locomotives and Cars SS-C&S : Standard for the Design and Construction of Passenger Railroad Rolling Stock RP-M : Recommended Practice for New Truck Design ASTM (American Society for Testing and Materials) E94-04: Standard Guide for Radiographic Examination E709-01: Standard Guide for Magnetic Particle Inspection AWS (American Welding Society) AWS D15.1: Railroad Welding Specification Cars and Locomotives European Standards EN13260:2003 Railway Applications Wheelsets and Bogies Product Requirements VDI 2230: An Introduction to the Calculation Method for Determining the Stress in a Bolted Joint Page 4 of 34

5 ISO (International Organization for Standardization) ISO : Mechanical Vibration and Shock Evaluation of Human Exposure to Whole Body Vibration. Part 1: General Requirements ISO : Mechanical Vibration and Shock Evaluation of Human Exposure to Whole Body Vibration. Part 4: Guidelines for the Evaluation of the Effects of Vibration and Rotational Motion on Passenger and Crew Comfort in Fixed Guideway Transport Systems ISO :2001(E): Mechanical Vibration Laboratory method for evaluating vehicle seat vibration Part 2: Application to Railway Vehicles Specifications Amtrak Specification 664: Anti Wheel Slide System Drawings Amtrak D : Axle Single Level Program General The truck design shall be of a technology and design proven in revenue passenger service in North America or elsewhere that has been operating on North American standard gauge track at speeds up to 125 mph. The truck can also be a new design but not withstanding, the supplier will need to demonstrate their fitness for use in meeting this specification. The design shall incorporate two axles per truck, with outside axle bearings and a truck wheelbase range of 8 ft 2.5 in. to 8 ft 6 in. Provisions shall be made for adjusting the car body height up to 2 in. to compensate for wheel wear or other height variations. The adjustments shall be made without de-trucking the car Weights, Dimensions and Clearances The maximum static load of any truck on the rail shall not exceed 100,000 lbs. The maximum center plate load, or equivalent, on any truck shall not exceed 75,000 lbs. Truck Wheelbase Range Wheel Diameter (fully worn, new) North American Standard Track Gauge The following loading conditions are defined: AW0: Empty vehicle operating weight 8 ft 2.5 in. to 8 ft 6 in. 33 in., 36 in. 4 ft 8.5 in. AW1: Fully seated load, and one operator, plus AW0 AW3: Standees at six passengers per square meter of suitable standing space per passenger plus AW1 A minimum clearance of 1.5 in. between truck parts and the car body shall be provided, including hoses, cables, chains and any other connections. This Page 5 of 34

6 clearance must be maintained under the most unfavorable conditions under which the car could operate, such as vertical and horizontal track curvature, wheel wear, car body roll and broken or missing truck springs. The minimum clearance above the top of the running rail, except for the wheels, shall be 2.75 in. under any conditions, as per AAR Standard S Truck Frame and Components The truck frame shall be of fabricated and welded steel construction. The truck supplier shall specify the material to be used in the weldment fabrication. The material used for the fabricated truck frame and bolster (if used) shall meet or exceed the requirements of AAR Specification M-213, paragraph 2.1 for the Charpy V-notch impact test. The choice of material will be subject to the approval of the Department. Welds in critical areas shall be inspected by radiographic process as per ASTM Standard E94-04 (latest revision), on at least four of the truck frames (and bolsters if used), as described in Any or all remaining units may, at the discretion of the Department, be magnetic particle inspected as per ASTM Standard E (latest revision). Acceptance or rejection of all welds shall be as per AWS Standard D15.1 (latest revision), section Wheel and Axle Assembly Wheels The wheels shall be 36 in. diameter, having a multi-wear rim, delivered with the Amtrak Standard 1 in 40 tapered tread contours. Concentricity between the finished wheel bore and the tread at the plane of the taping line shall be within in. total indicator reading. Material shall be as per AAR Specification M-107/208, with the metallurgy class determined through compatibility with the proposed braking system, and approved by the Department. Compatibility with the braking system includes, but is not limited to the following: The wheels should wear out at approximately the same mileage interval as the disc brakes, if the braking system is so equipped (with monoblock discs). The thermal load into the wheel due to braking will not result in thermal cracking or changes in metallurgy, and will not cause rim tensile residual hoop stress. The wheel life economic trade-offs between two-disc per axle braking with heavier tread braking versus three-disc per axle braking with lighter tread braking (scrubbing) should be evaluated and presented to the Department for review Axles The axle shall be of solid, forged, grade "F", carbon steel furnished to AAR Standard M-101 as per Amtrak Drawing D , a four wheel truck configuration Wheelset Balancing Wheelset assemblies (wheels, axles, journal bearings and any wheelset-mounted braking equipment if used) will be dynamically balanced to within 50 gram-meters (0.442 lbf-in.) imbalance, as per EN13260:2003, in order to minimize wheel RPM car body bending resonance excitation. Page 6 of 34

7 Journal Bearings The journal bearings shall be fully enclosed, grease lubricated, Amtrak passenger car Class G 6.5-inch journal size axles roller bearings configured for no field lubrication. They shall be mounted as outboard bearings on the axle. Wheel contours shall be maintained by a wheel-truing machine requiring access to wheel centers; therefore axle centers must be readily accessible, without the need to remove journal bearing covers or roller bearing end caps. Bearing end caps may have a central access hole to the axle center, which can be plugged when axle centers are not being accessed. A relief groove shall be provided on the lower half of the bearing housing. Each bearing housing/adapter (if used) shall be drilled and tapped to accept a hot bearing detector probe as defined by Amtrak Drawing D (Temperature Sensor Probe and Connector). Compatibility with hot bearing detection systems as per AAR Standard S-3007 is desirable. The truck supplier shall demonstrate by calculation that the L10 life of the journal bearings exceeds 1,500,000 miles. L10 life is the life that 90 percent of a group of apparently identical bearings will complete or exceed before the area of raceway or roller element spalling reaches the defined 0.01 inch 2 (6 mm 2 ) size criterion. The in-service life of the journal bearing for all normal service wear defect causes shall be at least 1,000,000 miles to first bearing failure. The bearing adapter shall be drilled and tapped to accommodate 2 speed sensors, located at 60 degrees to the left and right of top dead center (approximately the 2 and 10 0 clock positions). Bearing adapters shall be the same at all locations on all cars Speed Sensors and Cables A speed sensor and 104-tooth gear, compatible with and directly interchangeable with speed sensors already in use by Amtrak, shall be mounted on both ends of each axle. Armored electrical speed sensor cable assemblies of current Amtrakapproved design shall be provided. Truck mounted junction boxes shall not be used. Connectors shall be designed for a minimum of 500 connecting cycles, if used within the equipment, and for at least 1000 connecting cycles if used at equipment interfaces. Where contact inserts are used, the contacts shall be implemented by means of crimp connections. The metal housing of connectors shall be provided with a grounding connection. All connectors shall have a corrosion resistant shell. All connectors and cabling must be resistant to the cleaning agents and methods that will be used by Amtrak. The cabling that is used must be suitable for use on railway equipment, and this cabling must have sufficient flexibility and torsional resistance for its intended use on the proposed truck. Page 7 of 34

8 Wheelset Records Wheelset mounting graphs and inspection records, including wheel and axle reporting marks, shall be provided to the Department for all wheelset press-fit components Truck Braking System The truck braking system shall be proposed by the truck supplier and subject to approval by the Department. It will provide sufficient braking energy dissipation for 125 mph service under the proposed car body/truck system, when operating on FRA Class 7 track. The Department will provide the intended station stop schedule to the truck supplier. The braking system must be the highest capacity available for 125 mph service, without causing the car body/truck system to exceed maximum allowable weight. It shall meet the following full service braking deceleration requirements, on level tangent track, for all vehicle weights up to AW3, under all weather conditions, with and without locomotive blended braking, and with all wheel diameters at fully worn condition: 1.25 mphps at 125 mph, increasing to 1.35 mphps at 110 mph, and increasing to 2.00 mphps at 70 mph or less. Jerk rate during full service brake application is not to exceed 1.5 mphpsps under all normal conditions. The truck braking system will be of the pneumatic type such that loss of trainline pressure will cause the emergency brakes to apply. The emergency brake rate shall be no less than 2.50 mphps at all speeds below 70 mph. The truck braking system shall provide a 20% higher emergency braking deceleration rate compared to service braking, and shall be irretrievable to the nomotion detection speed. The truck braking system shall be designed to prevent overheating of the brake friction components (leading to brake fade) or to affect the wheel tread or brake disc metallurgy on the cars and locomotives (tread brakes only), in either of the following cases: At the completion of an emergency stop from 125 mph, with and without locomotive blended dynamic brake operative, After repeated service braking stops for stations from 125 mph, with and without locomotive blended dynamic brake operative. The maximum allowable wheel rim surface temperature, as determined by the wheel manufacturer and/or brake system supplier, cannot be exceeded under either of the above two conditions. The braking system shall use tread and disc brakes on each axle. The disc brakes shall provide approximately 60% of the braking effort, with the tread brakes providing 40% of the braking effort Handbrake The truck supplier shall propose a handbrake type that is compatible with the proposed truck braking system. This system must be approved by the Department. The design of the handbrake system shall be such that expected truck alignment Page 8 of 34

9 conditions shall not render the handbrake system less than 100% effective, nor shall they cause an unintended release. The output of the handbrake system shall be designed such that all truck-borne components of the system can withstand the maximum application forces imposed at the operator interface without damage occurring. The handbrakes shall apply sufficient retarding force to hold the car body/truck system in the AW3 load state stationary for an indefinite period on a 5% grade. The grade-holding capability calculations will be performed in accordance with APTA Standard SS-M (latest revision), section 6. The brake system shall incorporate a brake applied external indicator, visible from either side of the car, when either handbrakes or air brakes are applied Wheel Slip Protection System The truck supplier shall include provisions for an Anti-Wheel Slide System (AWSS), similar to the currently approved microprocessor design and compliant with AMTRAK Specification 664. This system shall provide a continuous measure of the speed of each axle and take corrective action should a wheel slide be detected during braking. This system must be approved by the Department Suspension The truck supplier must provide primary and secondary suspensions with appropriate stiffness and damping characteristics to meet the ride quality specified in Suspension bump stops shall limit lateral and vertical motion in compression and extension strokes, such that the stops shall engage before the end of stroke is reached for suspension springs and dampers. Stops shall be designed with a progressive compression rate and shall not go solid under any normal operating condition that can be developed in the truck. The free clearance values for suspension stops shall be established by the truck supplier to meet the ride quality requirements specified in A secondary suspension anti-roll bar may be required to meet 49CFR (d) (1) and (2) if the vertical stiffness of the primary and secondary suspensions are soft for ride comfort, such that they permit in excess of the required limit of roll. Testing of static body roll must be completed as described in the Truck Evaluation Criteria document, under the Static Body Roll section. The welded truck frame must meet specified tolerances on two critical dimensions. The first dimension is out-of-tram (truck squareness), with a tolerance of ±0.100 inches measured on the side frame at the intersection of the side frame and axle centerlines to the mating diagonal journal. The second dimension is primary suspension spring seat out-of-plane. The spring seats for the primary suspension shall all lie within two parallel planes separated by no more than in 1. Both primary and secondary suspensions will consist of rubber spring elements and/or coil springs. Air spring suspensions will not be permitted. The suspension system will not contain any metal-to-metal wearing parts. Center plates, side 1 This is based on an assumed minimum static deflection of the primary suspension of 2 inches, and equalized vertical wheel loads to within 5% of static load for that truck. Page 9 of 34

10 bearings and pivots shall be elastomeric or shall have renewable non-metallic liners. The service life of these components shall be as indicated in Springs (coil or rubber), where used, shall be designed for ease of replacement and maintenance without de-trucking or complete truck disassembly. Primary suspension chevrons, if used, shall be secured to the truck frame such that they remain in place when axle assemblies are removed. Springing (primary and secondary) shall be designed for a minimum service life as per with no more than a 5% cumulative population failure of any one type, for all normal service wear causes, during this service life mileage. Where used, the entire coil spring including the ground ends, shall be shot-peened after grinding and then coated with an Amtrak-approved, low volatile organic compound coating. The purpose of the coating is to prevent the formation of atmospheric corrosion. Sound and vibration deadening inserts shall be provided for all spring seats. Unless otherwise noted, all springs shall meet the latest revision of AAR Standard M-114 (Helical springs, heat treated steel). Suspension dampers shall be of a hydraulic type terminating in elastomeric bushed connections to eliminate metal to metal contact. Lateral and vertical motion of the truck and car body shall be damped but the car body shall not be prevented from centering on the truck after lateral motion. The suspension damper shall have a minimum operating interval between servicing as per The suspension dampers shall have no more than a 5% cumulative population failure for all normal service wear causes, during the servicing interval shown in The connection points for suspension components on the car body and the truck shall be dimensioned based on the maximum load cases determined from the track worthiness vehicle dynamic simulations (see ). These load cases will be shared by the truck supplier with the car body designer, so the car body designer can perform the dimensioning of the jointed connections on the car body. The dimensioning of any threaded connections is to be accomplished according to German standard VDI All brackets which support safety critical components will be designed for infinite fatigue life, as described in Longitudinal Traction Rods Two longitudinal traction rods shall be provided per truck, one on each side of the truck bolster (if required by the truck design), or to the ends of a walking beam, serving in either case to transmit longitudinal forces from the car body to the truck frame. The connection of the longitudinal traction rods to the truck should be located at the same elevation as the truck pitch center. The design shall minimize longitudinal vibration between the truck and the car body. The service life of the traction rod bushings shall be as per Strength of Truck to Car Body Connections The connections between the trucks and the car body will be such that the trucks shall not become detached from the car body when the body is raised up by any means, including a derailment. The car body/truck connection shall have an ultimate shear strength of at least 250,000 lbs applied in a plane horizontal to the car floor in any direction, in accordance with APTA Standard SS-C&S (latest revision), section 5.6. Page 10 of 34

11 External Noise Limit Exterior noise, measured 100 ft from the centerline of the track, shall not exceed the following: Car body/truck system operating on FRA Class 5 track at 79 mph, with all auxiliaries operating: 80 db This limit shall apply whether the vehicle is accelerating, coasting or braking on tangent track and curved track (2 degree curve having 6 in. superelevation, and operating at 3 in. cant deficiency). The noise measurements will be performed as described in the Truck Evaluation Criteria Electrical Grounding The car body electric potential shall be maintained at ground potential, by providing flexible grounding cables between the car body and truck bolsters, between the truck bolsters and the truck frames, and between the truck frames and the axles 2. Cable connections must have sufficient slack to accommodate the full range of relative motion between the connection points, without getting hung up on any other component Reliability and Maintainability If a new truck design is proposed, the supplier must perform a Failure Mode Effects and Criticality Analysis and a Reliability Centered Maintenance Analysis, and derive the required inspection periods and scopes from these analyses. If a truck design that is already proven in revenue passenger service in North America is proposed, the supplier will update the existing truck inspection and maintenance procedures to reflect the different operating environment (if any) as a result of operating along the Department s intended route. Therefore, it is the responsibility of the truck supplier to identify the maintenance schedule and procedures necessary to ensure a properly maintained truck. These shall be reviewed with the Department. Truck failure will include any structural cracking of the truck frame and/or bolster members and welds, and all accessory attachment lugs welded to the frame and/or bolster. These parts are to be designed for infinite fatigue life, which means that the components and all connections between components are to be designed such that their stress level remains below the endurance limit of all materials used in the fabrication, and accounting for stress concentrations and heat affected zones of welds. Practically, the Department expects a service life as shown in for the truck frame and bolster (if used), before any critical frame cracking (as per AAR Standard M-213, paragraph and ) occurs. There are a number of other truck components that are expected to have finite life. The truck supplier shall warrant that the mean interval to failure in revenue service for the components in a properly maintained truck shall not be less than those shown in Component failure is defined as deterioration beyond the performance limits that the truck supplier has set for scheduled maintenance, or 2 If any welding is performed on the car body/truck system, it is imperative that the ground connection be made through the car body or truck, and never to the rails. Grounding through the rails causes arcing within the roller bearings, resulting in spalling on the roller elements and raceways, thus reducing the life of the bearings. Page 11 of 34

12 obvious visual deterioration (e.g., dampers leaking oil, rubber bushings seriously cracked from UV exposure, etc). Amtrak s records shall indicate the calendar date that each warrantable part entered and was removed from service, and shall be taken as the source for revenue service life in determining any premature component failures. Amtrak s records shall also indicate weekly revenue service miles accrued, and shall be used as supplemental information for determining component life in the event of premature failure, particularly in cases where components have been removed from service well before their calendar life has been reached. As much as possible, truck working elements and adjustment points shall be conveniently accessible for inspection and repair without requiring the removal of trucks from under the car body, or removal of any other unrelated equipment, except for the welded truck frame and bolster. Wheelsets shall be removable from the truck frames without jacking the car, through the use of a drop pit. All specialized equipment required for the installation, removal and maintenance of the trucks or truck components, shall be provided to the Department. The quantities of specialized equipment to be provided shall be adequate to supply all facilities where the trucks may be maintained, as specified by the Department Ride Quality The design and construction of the truck and its components, and its proper integration into the overall vehicle design shall result in a safe and comfortable ride at all authorized track speeds up to 125 mph. Consult the Truck Evaluation Criteria for the definitions of safe and comfortable, as they pertain to ride. In addition, the truck/vehicle system must be capable of safely negotiating the maximum horizontal and vertical curvatures that the car must traverse on any rail alignment in North America on FRA track classes 1 through 7. Ride quality criteria while undergoing testing must be met for all car loading conditions from AW0 to AW3, up to a maximum test speed of 135 mph (125 mph maximum operating speed, plus a 10 mph margin). The car body/truck system must operate safely and comfortably on FRA track classes 1 through 7, and must be capable of operating safely on yard track. The ride quality of the vehicle shall be initially demonstrated by analytical modeling work, as described in , using FRA track class geometry limits. As well, field testing of the final car body/truck system design shall be performed on the different FRA classes of track at all speeds up to 135 mph (10 mph margin) where possible. Modeling and field testing will use wheel profiles that range from new contour to worn contour, with a worn wheelset effective conicity of not less than 0.2. The truck supplier can obtain actual service-worn wheel contours by measurement from the Department s California Car and SurfLiner car fleets, for use in modeling work involving the wheel/rail interface parameters. New rail contours (from the appropriate rail sections), and service worn rail contours from Amtrak s three California corridors should also be used for all modeling work. Performance at speeds between 110 mph and 125 mph shall be demonstrated analytically should appropriate tracks not be available. Ride quality and comfort shall be evaluated based on the procedures described in ISO Standard :1997(E) Part 8 and its Annex C for defining a comfortable level of vibration transmitted by the suspension into the moving car body to the Page 12 of 34

13 passengers. Annex C.2.3 indicates levels of weighted RMS acceleration measured in accordance with part 8.2 as: m/sec2 ( g s) - just perceptible Less than m/sec 2 (0.032 g s) - not uncomfortable Between m/sec 2 to 0.63 m/sec 2 (0.032 g s to g s) - a little uncomfortable Values of weighted RMS acceleration up to g s, or the equivalent ride values attained in the Department s existing Surfliner car, whichever are greater, are the upper limits of ride quality acceptance. As per ISO Standard :2001 part 6, the Wb weighting curve shall be used instead of the Wk weighting curve for vertical acceleration in fixed guideway transport systems. It is required that the measured acceleration crest factor be less than or equal to 9 times the RMS level of the measurement. Refer to ISO , part for a definition of the crest factor. Acceleration measurements are to be taken at the locations in the x, y, and z axis as defined in ISO Standard :2001 part 5 at the interfaces specified for seated and standing passengers. See ISO Standard :2001(E) for the method of measuring seat/human body interface accelerations. The truck supplier shall propose a ride quality test plan for evaluating comparative ride quality of the car body/welded truck suspension with the Department s existing Surfliner car. Both car types will be tested simultaneously in the same consist on the revenue service route selected by the Department Modeling Dynamic Modeling The truck supplier shall be required to use commercially available multi-body dynamic mathematical software to validate that the proposed car body/truck system meets the specified dynamic safety and ride performance requirements, as noted below. The proposed modeling software shall be approved by the Department. a) Track worthiness or resistance against derailment under limiting track geometry conditions as specified in 49CFR213 subparts A - G for FRA track classes 2 to 7. Vehicle response maximum values for L/V ratios, % retained wheel vertical load, truck side L/V ratios, maximum car body roll angle, critical speed for car body or truck hunting oscillation, etc., shall be less than those limiting values outlined in AAR Standard M-1001, Chapter 11, and as further detailed below. b) Ride comfort results shall be simulated using the car body/truck system dynamic model to evaluate ride quality as per ISO Standard and ISO on FRA track classes 2 to 7, using either measured track geometry files for FRA track classes 2 to 7, or random track input deflection for the space curves of surface and alignment of the left and right rail heads, whose maximum amplitudes approach but do not exceed the geometry limits in the vertical and horizontal planes. A typical function for a space curve might be synthesized as: A1*RAND()+A2*RAND()*ABS(SIN(2x/)), where A1 is the amplitude of the random component (0 to 1), and A2 is the amplitude of the harmonic component (0 to 1) of wavelength, subject to the constraint that A1 + A2 must be less than or equal to the limiting geometry value for the FRA class of track. Page 13 of 34

14 Simulations will follow the spirit of the paragraphs which refer to modeling in the AAR Standard M-1001, Chapter 11, with the following exceptions: 1. The FRA track class limiting geometries (surface and alignment) that are specific to the simulation will be used for that simulation. 2. Truck components shall be as follows: a) Truck components in new condition, with Amtrak Standard 1:40 NF wheel profile b) Truck components in limiting service worn conditions (reflected by wheel profiles having a 1:5 taper and flange worn to 1 inch; all dampers reduced to the performance limit requiring scheduled maintenance as specified by the truck supplier; pedestal jaw wear liners (if used) worn to condemning limits). 3. The coefficient of friction at all wheel/rail interfaces will be Simulations will continue up to 135 mph for the hunting test only in the FRA track class 7, otherwise maximum operating speed in each FRA track class will be the speed for passenger service Track Regimes for Vehicle Modeling Seven analytical track regimes will be used for dynamic model evaluation of the proposed car body/truck system. These regimes are broadly based on the AAR Standard M-1001 Chapter 11 paragraph The assessments in this work are used to establish the track worthiness of vehicle operation over classes of track having some track geometry parameters which have deteriorated to the limiting geometry allowed by 49CFR213. For each FRA class of track, a simulation is required at each speed shown in Table 1. The acceptance criteria, from AAR Standard M-1001 Chapter 11, prescribe certain limits for various operating parameters, which are considered to be bounds of good practice for track worthiness. Exceedence of a limiting value for an operating parameter does not imply certain derailment, rather it represents an operating regime where, in conjunction with other simultaneous influences, derailment probability is increased, and as the margin of exceedence increases, derailment becomes more probable. Operation within the prescribed track worthiness limits is considered to present no hazard to safety. Parameters that are common to all simulations are as stated in AAR Standard M Chapter 11, except for the following: The car body/truck system will be simulated in the AW0 and AW3 load states, AW0 state only for the hunting test. The hunting simulation will be done with the vehicle only in its worn state. Page 14 of 34

15 Table 1: Simulation Speeds for Track Classes Indicated FRA Track Class Max Passenger Operating Speed [mph] Simulation Speeds [mph] , 10, 15, 20, 25, , 35, 40, 45, 50, 55, , 65, 70, 75, , 85, , 95, 100, 105, , 115, 120, 125, 130*, 135* * Only the hunting test will be run at these speeds. Note that the simulated tracks will need to have sufficient length with ideal track geometry before and after the perturbed section to allow the model to settle and achieve steady state conditions. The regimes are described below Hunting (dynamic stability) The perturbed section of the simulated hunting track consists of an initial single 50-foot wavelength versine lateral irregularity with peak to peak amplitude of 0.25 inch in phase in both rails, followed by tangent track 2,000 feet long. The initial perturbation will cause truck steering oscillations, which should damp out. The system is considered dynamically unstable at speeds where the oscillations either continue at constant amplitude or grow. The speed at which this condition begins must be above 135 mph for the cases described in paragraphs a) and b) for the car body/truck system to pass Constant Curving The simulation track will consist of tangent track of sufficient length to allow settling of the dynamic model, followed by an entry spiral having superelevation (on the outer rail only) rising at the rate of 1 in. in 62 ft, followed by a curve of constant radius. The curvature and superelevation for running at three inches of cant deficiency at the maximum passenger speed for the FRA track classes are given in Table 2, as are the acceptance criteria which are to be evaluated only in the constant curve. Simulations are to be performed at all speeds listed in the righthand column of Table 1, but must also be performed at speeds equivalent to 3 inches cant excess (below balanced speed) in the curves tabulated below. 3 Where the purpose of the test regime is to identify the amplitude of a resonant response, the speed increments within the tabulated simulations speeds around the resonant speed will be 2 mph. Page 15 of 34

16 Table 2: Track Geometry for Constant Curving Simulation and Acceptance Criteria for all Track Classes Shown FRA Class of Track Degree of Curvature Superelevation for 3 in. Cant Deficiency at Max. Class Operating Speed [in.] Spiral Length [ft] Criterion Maximum wheel L/V Maximum axle sum L/V Maximum body roll angle wrt plane of track [degrees, peak to peak] Limiting Value of Acceptance Criteria Bunched Spiral The simulation track will consist of tangent track of sufficient length to allow settling of the dynamic model, followed by an entry spiral having superelevation (on the outer rail only) rising at the rate of 3 in. in 62 ft. The curvature, superelevation and length of spiral for balanced running in the constant curve at the maximum passenger speed for the FRA track class are given in Table 3, as are the acceptance criteria which are to be evaluated only in the spiral. Simulations are to be performed at all speeds listed in the right-hand column of Table 1, but must also be performed at speeds equivalent to 3 in. cant excess (below balanced speed) in the curves tabulated below. The pass/fail criteria are given in Table 3. Page 16 of 34

17 Table 3: Track Geometry for Bunched Spiral Simulation and Acceptance Criteria FRA Class of Track Degree of Curvature Superelevation for 3 in. Cant Deficiency at Max. Class Operating Speed [in.] Spiral Length [ft] Criterion Minimum vertical wheel load Maximum wheel L/V Maximum axle sum L/V Maximum car body roll angle wrt plane of track [deg] Limiting Value of Acceptance Criteria 10% Not to exceed indicated value for a period greater than 50 msecs and for a distance greater than 3 ft per instance. Not to fall below indicated value for a period of greater than 50 msecs and for a distance of greater than 3 ft per instance Twist and Roll The perturbed section of the simulated twist and roll track consists of tangent track at standard gauge (56.5 ) with ten half-staggered low rail joints on 39 foot rail lengths. The joint dip amplitudes are set at the FRA limiting geometry for surface deviation for the class of track. The dipped joints are cusp-shaped vertical perturbations, as per Chapter XI, Section , Figure The difference in zero cross level between any two points less than 62 ft apart may not be more than shown in Table 4 for the FRA class of track being simulated. See Appendix A for a mathematical description of the cusp function. Simulations are to be performed at all speeds listed in the right-hand column of Table Page 17 of 34

18 Table 4: Track Geometry Deviation Limit for Twist and Roll Simulation and Acceptance Criteria FRA Class of Track Limiting Cross Level Deviation [in.] * Criterion Maximum car body roll angle [deg pk to pk] Limiting Value of Acceptance Criteria 6 degrees * Maximum axle sum L/V * * ** ** * 49CFR213.62, table footnote 2. ** 49CFR , table footnote 2. Minimum vertical wheel load retained Dynamic augment acceleration Loaded spring capacity maximum 10% Not applicable Not to exceed indicated value for a period greater than 50 msecs or for a distance greater than 3 ft per instance. Not to fall below indicated value for a period of greater than 50 msecs or for a distance of greater than 3 ft per instance Pitch and Bounce (we stated that there are seven analytical regimes) The perturbed section of the simulated pitch and bounce track consists of level tangent track at standard gauge (56.5 ) with ten parallel (no stagger) low rail joints on 39 foot rail lengths. The joint dip amplitudes are set at the FRA limiting geometry for surface deviation for the class of track. The dipped joints are cuspshaped vertical perturbations, as per Chapter XI, Section , Figure The difference in zero cross level between any two points less than 62 feet apart may not be more than shown in Table 5 for the FRA class of track being simulated. See Appendix A for a mathematical description of the cusp function. Note that the constants to be used in the cusp equation are C 1 = ft and C 2 = 39 ft. Simulations are to be performed at all speeds listed in the right-hand column of Table 1. 95% Page 18 of 34

19 Table 5: Track Geometry Deviation Limit for Pitch and Bounce Simulation and Acceptance Criteria FRA Class of Track * 49CFR ** 49CFR (b). Limiting Dipped Joint Deviation, A [in.] * * 4 2.0* * ** ** Criterion Minimum vertical wheel load retained Dynamic augment acceleration Loaded spring capacity maximum Limiting Value of Acceptance Criteria 10% Not applicable Not to fall below indicated value for a period of greater than 50 msecs or for a distance of greater than 3 ft per instance Yaw and Sway The perturbed section of the simulated yaw and sway track consists of level tangent track at constant 1 inch wide gauge (57.5 ) with five sinusoidal alignment perturbations in each rail at 39 foot wave length. The alignment perturbations in each rail are in phase and are set at the FRA maximum limiting alignment deviation, with peak to peak amplitude as shown in Table 6 for the class of track, as seen schematically in AAR M1001 Chapter XI, Section , Figure Simulations are to be performed at all speeds listed in the right-hand column of Table 1. Table 6: Track Geometry Deviation Limit for Yaw and Sway Simulation and Acceptance Criteria FRA Class of Track * 49CFR **49CFR (b) Limiting Misalignment Deviation [in. peak to peak] Criterion 95% Limiting Value of Acceptance Criteria * L/V truck side maximum * Maximum axle sum L/V * * ** 7 0.5** Not to exceed indicated value for a period greater than 50 msecs or for a distance greater than 3 ft per instance. Not to exceed indicated value for a duration equivalent to 6 ft of track per instance. Page 19 of 34

20 FRA Class of Track Dynamic Curving The perturbed section of the simulated dynamic curving track consists of curved track with nominal standard gauge, at the degree of curvature shown in Table 7 for track classes 2 to 7. These are the same curves shown in Table 2 for the constant curving test, but now with both cross level and alignment deviations added. The track has five half-staggered 39 cusp-shaped vertical low joints on each rail, at the FRA limiting crosslevel amplitude in Table 7. The inner rail is a circular curve of the degree and superelevation shown in Table 7. The outer rail also has five 39 cusp-shaped lateral misalignments (cusped outward at the joint) set at the FRA wide gauge limit shown in Table 7 for track classes 2 to 7, and shown schematically in Figure 11.6 of AAR M1001 Chapter 11, paragraph Simulations are to be performed at all speeds listed in the right-hand column of Table 1, but must also be performed at speeds equivalent to 3 inches cant excess (below balanced speed) in the curves tabulated below. Table 7: Track Geometry for Bunched Spiral Simulation and Acceptance Criteria Degree of Curvature Superelevation for 3 in. Cant Deficiency at Max. Class Operating Speed [in.] Spiral Length [ft] Cross Level Deviation Joint Dip [in.] Outer Rail Alignment Deviation [in.] * 1.25** * 1.25** * 1.0** * 1.0** * 0.75** * 0.75** * 49CFR213.63, table footnote 2. **49CFR (b) and 49CFR (b) wide gauge limit a peak to peak Pass Criterion Minimum vertical wheel load Maximum wheel L/V Maximum axle sum L/V Maximum car body roll (deg) a Limiting Value of Acceptance Criteria Not to exceed indicated value for a period greater than 50 msecs or for a distance greater than 3 ft per instance. 10% Not to fall below indicated value for a period of greater than 50 msecs or for a distance of greater than 3 ft per instance Page 20 of 34

21 Truck Frame Fatigue Modeling The truck supplier shall propose a detailed plan of finite element analyses to the Department for approval, before proceeding with this work. The permissible stress levels (for individual or combined stresses) are defined as a percentage of the yield strength of the chosen materials in AAR specification M- 213, paragraph 3.4. The truck supplier shall use the truck frame fatigue loads specified in AAR M-213 for the fatigue load spectrum for the truck frame, based on the 6 x 11 journal size in Table 3.1 of AAR M-213 (although the truck will use a 6 ½ x 12 journal bearing, the 6 x 11 load rating is closest to the AW3 maximum vehicle weight). Areas of high frame stresses shall be evaluated by the truck supplier, using commercially available finite element software approved by the Department, to ensure that the computed fatigue life of these critical areas, including heat affected zones around welds in the critical areas, under the applied load spectrum, will be infinite (i.e., the stresses will be below the endurance limit of the materials used, taking any welding heat effects into consideration). All finite element results shall be provided to, reviewed with, and approved by the Department. The truck supplier will need to consider that these trains will have to travel on yard track, passing sidings and possibly connecting routes that will have half-staggered and quarter-staggered joints, which will introduce cyclic and potentially fatigueinducing loads. The Department will provide the truck supplier with an estimate of the percentage of annual track miles operated over jointed track, and the speeds at which this occurs. All analyses of the truck for static/dynamic strength and fatigue life must be truly representative of the truck as delivered. Any brackets or other appurtenances that are to be welded onto the truck must be included in the FEA due to their implications at welds Operating Environment Considerations The car body/truck system shall be designed to operate at all speeds in FRA track classes 1 through 7 as defined by CFR 49 part 213 subparts A-G. The car body/truck system must operate safely and comfortably within the specified clearance envelopes of Amtrak s bi-level clearance profile drawing (B ). This applies to revenue service operation and to movements to/from the manufacturer s facility and to/from testing facilities. If, for any reason, the car body/truck system does not meet Amtrak s clearance diagrams, the supplier must review this non-conformance with the Department Truck Frame/Bolster Fabrication The truck supplier shall describe the methods of welding and connecting/fastening to be utilized for truck frame/bolster fabrication, note the methods on all construction and fabrication drawings, and must provide description and documentation of the welding processes to the Department for approval before commencing work. All welders used by the truck supplier for this work shall have minimum qualifications as specified by AWS D15.1 (latest revision) or an approved equal. The Department shall have the option of requiring welding tests to verify methods Page 21 of 34

22 and quality. These tests are different from the radiographic tests that will be performed on some of the trucks. Truck frame welding shall follow the requirements of AWS D15.1. All weld processes must be qualified, if they are not already pre-qualified. As well, a material certification from the metal supplier, or an inbound material certification at the truck supplier s welding shop must also be supplied. It is important to control the metallurgy of the steel. The truck supplier must have a listing of the impurities in the delivered steel so that the carbon equivalent for welding can be determined. All parts must fit together properly prior to welding, without the need to jack, lever or force them into place. Parts must be pre-inspected for correct alignment prior to welding. All welding procedures must account for the potential of hydrogen embrittlement, generally by preheating the weld interface just before welding. All surfaces must be clean (no rust, grease or other surface contaminants) prior to welding. All welded frames must be stress-relieved after all welding is complete. The truck supplier shall make the appropriate allowances for warping after stress relieving is complete such that the tolerances on critical dimensions (see ) will be met. The welds should be TIG-dressed to remove surface impurities and improve the weld profile. The welds should be shot-peened to improve residual stress conditions. If a new truck design is proposed, the following shall apply: a) After the first truck has been fabricated, it will be radiographed as per ASTM E94-04 (latest revision). If flaws are found in any of the welds, those defective welds will be cut open to determine the nature of the flaw(s), and to decide what changes are required to the fabrication procedures to prevent this flaw(s) from reoccurring in welds on subsequent trucks. If weld flaws are not found in any of the welds, a second truck will be fabricated following the same procedures used for the first truck. Both trucks will then be subjected to the static testing outlined in the Physical Testing section. If either truck fails the static testing, the design of the truck or its fabrication procedures must be revised, and procedure A must be repeated for the revised design. b) Two more trucks, of the same design and following the same fabrication procedures as were used to successfully complete A, will be produced. Both trucks will then be subjected to the fatigue testing outlined in the Physical Testing section. If either truck fails the fatigue testing, the design of the truck or its fabrication procedures must be revised, and procedures A and B must be successfully repeated for the revised design. If, upon revision of the design, the trucks fail to complete the testing described in procedures A and B, the Department at their discretion may decide to terminate work with the supplier, or to authorize the supplier to revise the design again. Page 22 of 34

23 c) The production run can only start after two truck frame/bolster assemblies have passed static testing, and two other truck frame/bolster assemblies have passed fatigue testing. During the production run the Department may elect to have any number of trucks inspected by industry standard nondestructive techniques. Such inspections will be performed before any protective coating is applied to the trucks. d) During the production run, three trucks will be chosen at random. They will be radiographed as per ASTM E94-04 (latest revision). If weld flaws are found in any of the welds, the Department may, at their discretion, reject the production run. He may also terminate work with the supplier. If no weld flaws are found, or the Department chooses to accept any weld flaws that are found in the three randomly selected trucks, the production run will be accepted. e) If a pre-existing truck design is proposed, the supplier shall provide static and fatigue test data for the proposed truck to the Department for approval. The data must be representative of the environment in which the proposed truck will operate under the service intended by the Department Static and Fatigue Tests The truck supplier shall provide static and fatigue test data for the proposed truck. Should such data not be available for the intended service, the supplier shall conduct truck static and fatigue tests to demonstrate the structural adequacy of the trucks. The testing requirements are described in the Truck Evaluation Criteria document Service Life and Maintenance Requirements The trucks and suspension shall be designed for a service life of not less than 40 years. Periodic maintenance shall not be required on any truck components more frequently than annually. Remanufacturing or replacement of elastomeric components and wear surfaces shall not be required more frequently than every eight years, unless specified more frequently by regulation. Brake components shall be maintained in accordance with FRA required intervals. The truck manufacturer shall provide all documentation required for the inspection, maintenance, overhaul and repair of the truck assembly and all truck components. Page 23 of 34