Next Generation Corridor Equipment Pool Committee

PRIIA Section 305 Single Level Trainset

Technical Specification Report

Executive BoardReview Panel

Author: Larry E. Salci, Principal, SalciConsult

Date: July 20, 2011

COPYRIGHT STATEMENT

This work has been specifically requested by and performed for the PRIIA NGEC Executive Board Review Panel. No part of this work may be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, or stored in any retrieval system of any nature, by other parties, without their written permission.

CONTENTS

SectionPage

1INTRODUCTION3

2CONSULTANT PROFESSIONAL BACKGROUND7

3SCOPE OF REPORT8

4PRIIA DESIGN OBJECTIVES, REQUIREMENTS,9

AND EVALUATION

4.1 Standardization Initiatives9

4.2 Operational Considerations11

4.3 Other Observations and Comments12

4.4 Specification Summary134.5 Specification Development Approval Process 14

5SPECIFICATION REQUIREMENTS SUMMARY TABLES18

5.1 Operational/Performance Requirements19

5.2 Interoperability Requirements21

5.3 Safety Requirements23

5.4 Reliability and Maintainability Requirements25

5.5 Passenger Amenity Requirements27

5.6 Communications and Electrical Controls30

5.7 Vehicle Standardization32

5.8 Environmental Initiatives33

5.9 Regulatory and Industry Standards34

5.10 Test and Acceptance Requirements35

  1. INTRODUCTION

The Technical Subcommittee of the Section 305 Next Generation Equipment Committee (NGEC) has prepared a technical specification for procurement of Single-levelPassengerTrainsets (hereinafter Trainset). This Technical Specification is to be used for the procurement of a fleet of new Trainsets for use in medium to long-distance intercity corridor service in North America. This Report provides a review of the Technical Specification approved by the Technical Subcommittee at a meeting held in Chicago, Illinois on June 22, 2011.

In order to determine whether theTrainset technical specification meets the requirements of the NGEC, the Executive Board decided to create a Review Panel to determine whether the specification, as produced, met the “Requirements” for design/performance objectives derived from the Passenger Rail Investment and Improvement Act, 2008 (PRIIA) Section 305 mandate, and whether the decision process undertaken by the Technical Subcommittee met the inclusive process requirements of PRIIA. A report was to be developed for the Executive Board that summarized the Review Panel’s findings and recommend whether or not the Trainset technical specification should be adopted. The Review Panel consists of leaders from several state DOTs and the Federal Railroad Administration. Mr. Larry Salci was retained as an independent transportation passenger railcar consultant to assist the Review Panel in its responsibilities to review the Technical Subcommittee work that was done, and provide a concise objective and independent review of the technical specification and the process by which it was created for the Executive Board’s consideration and approval. Members of the Review Panel are as follows:

Bill Bronte, Caltrans, Chairman

Ron Adams, Wisconsin DOT

Allan Paul, North Carolina DOT

Scott Witt, Washington State DOT

John Tunna, Federal Railroad Administration

It is Mr. Salci’s professional opinion that the PRIIA Section 305 single-level passengerTrainset technical specification meets the NGEC Executive Board Requirements Document Rev. 2.0, approved November 18, 2010, which includes major design objectives and performance and operations requirements of PRIIA Section 305, and therefore, approval of the single level passenger Trainset technical specification is recommended for consideration and approval by the Executive Board.

In this report, Mr. Salci summarizes his review and rationale for his recommendation. This is detailed in Section 4, PRIIA Design Objectives, Requirements and Approval. In summary, the trainset technical specification meets Federal Railroad Administration (FRA) Tier I, 49 CFR Part 238, requirements for up to 125 mph passenger rail equipment. However, this specification is different in one major respect from the previous PRIIA Sec. 305 developed specifications for both bi-level and single level passenger railcars. They both utilized a proven existing design as a baseline for development, the trainset is more of a performance specification for a “to be designed” trainset. The development of this technical specification was to allow for various options or alternatives that would not prevent exclusion of any particular trainset manufacturer. Current trainset manufacturers offer a myriad of options for the design of a trainset. By contrast, the bi-level car utilized the Caltrans C-21 technical specification, a derivative of the bi-level California Car and Surfliner Car previously designed and manufactured. The single level car used the Amfleet I and II cars as a baseline technical specification from which to develop the PRIIA single level specification. Also, the carbody material specified for both the bi-level and single cars was stainless steel and both cars utilized conventional two axle trucks. The Trainset technical specification allows foroptions for carbody material and for the design/configuration of the truck/suspension systems.

Therefore, it is important to first understand the definition of a trainset for the purposes of evaluation of the technical specification relative to the trainset design capacity and consist options that the specification allows. For the purposes of this specification, a trainset was defined as a collection of passenger cars which are semi-permanently coupled to create a fixedconsist to be used for a particular train application. The Technical Subcommittee utilized the following definitions as guidance in development of the specification which allows various options and alternatives and is the subject of this report:

A trainset is a collection of passenger cars which are semi-permanently coupled to create a fixed group of cars to be used for a particular train application. Trainset passenger car configurations are generally specified before being purchased taking into consideration expected number of passengers and matching passenger amenities to expected demands.

Trainset cars can be separated andare configurations of trainsets modified but require specialized tooling and generally performed within a maintenance facility.

Trainsets can include a set of integrated cars including a power car or can be a set of passenger cars that are pulled by various types of locomotives. This specification will be for trainsets that are pulled/pushed by any type of locomotive (diesel or electric).Note: This specification does not address trainset propulsion.

Current trainset manufactures provide a number of options for truck/suspension systems including:

  • Tilting vs. non-tilting (optional per requirements document)
  • Assumes both passive and actuated tilt technology
  • Articulated (shared truck) vs. conventional trucks (2 trucks per car)
  • Continuous axle wheel set vs. separate wheel axle and wheel assemblies
  • Truck equipped vs. no conventional truck
  • Articulated with tilt and articulated without tilt

Each potential customer will define the size of their train(s) to meet the expected passenger volume. The number of seats per car is largely dependent on the length of the cars (up to 85’)

Trainsets will be designed for low level platform boarding (8” ATOR)

The specification will permit configurations of the following classes/types of service and seating:

  • Standard coach seating
  • Business Class seating
  • Café/food service/lounge areas
  • Cab control functionality with optional baggage section (s)

These next generation trainsets will be designed for a minimum 40 year useful life, intended for use in medium to long-distance corridor service anywhere in the United States. The design (s) of the trainset carbody will be modular design to extent practical for fleet flexibility, seat spacing for comfort as well as capacity, technology upgrades for all mechanical and electrical components, ADA accessibility features, state of the art passenger information and communications systems, and a storage compartment in Cab Car for checked luggage and bicycle racks at the customer’s request. Cars shall be modular to extent practical to permit any car type, with the possible exception of the cab control cars, to be converted to any other car type defined in this specification without requiring modification to the carbody. Standardization of candidate components will be considered, both as to fit, form, function, and input/output interfaces as well as candidate components.

The ends of the trainset shell are configured to allow interoperability/compatibility with existing Amtrak fleet single-level cars and locomotives and PRIIA single-level cars and locomotives. Trainsets shall provide complete electrical, pneumatic and communication systems functional interoperability (trainline functionality) with all Amtrak diesel-electric and electric locomotives and PRIIA diesel-electric locomotives. These trainsets shall be designed and built for use anywhere in the United States and Canada where their use may be desired and complies with Amtrak clearance envelop diagram for single level cars.

The trainset shall incorporate the safety features of Crash Energy Management (CEM). CEM performance requirements have been defined at a trainset level rather than at the individual car level. The required CEM performance shall be provided through an appropriate combination of push-back couplers, carbody mounted energy absorbers, and car structure deformation, provided at the end car collision interface and intermediate car collision interfaces as needed.

The technical specification provides for three distinct types of passenger accommodations, coach seating, business class seating, and café lounge areas. Checked baggage accommodations and a push-pull cab shall be provided if requested by the Customer. The seating arrangements will be a function of car length (minimum of 60 revenue coach seats per nominal 85 ft. of coach class car length), and shall provide for several facing pairs of seats with energy absorbing workstation tables, and other reclining seats with tray tables and footrests in accordance with Customer preferences. An adjustable pitch overhead reading light and electrical outlets shall be provided for each seat. All revenue seating areas shall feature wheelchair access and adjacent accessible toilet rooms distributed throughout the trainset. Overhead luggage storage above each row of seats shall be provided.

All cars in the trainset will feature a Public Address (PA) system, intercom and onboard train information communication system. Specifications for passenger Wi-Fi and on-board train information systems shall be consistent with Amtrak nationwide standards for these systems. The On-Board Train Information System (OTIS) shall provide an Ethernet-based (or state of the art technology) data backbone for intra-car and car-to-car communications and data transfer, including emergency situation communications capability.

The vehicles will be designed with reliability objectives that identify the Mean Distance Between Train Delays (MDBTD) and the Mean Distance Between Component Failures (MDBTF) to meet the performance levels based on a single car operation at an average speed of 80 mph (129 km/hr.) and a utilization of 215,000 miles per year (344,000 km/yr.). The reliability of the trainset shall be consistent with the requirements of the technical specification’s maintenance plan.

The trainset shall be designed and manufactured so as to minimize maintenance and repair time and overall costs over the life of the car. The Contractor shall prepare and submit for review by the Customer at the Preliminary Design Review a maintainability program plan utilizing design standards that minimize Mean Time to Repair (MTTR), cleaning and maintenance costs throughout the car’s intended service life.

The trainset will be in compliance with all applicable federal regulations and industry standards and industry practices and specifically compliant with all Americans with Disabilities Act and related regulations and standards.

2.CONSULTANT PROFESSIONAL BACKGROUND

Mr. Salci has 40 years’ experience in the transportation industry, 32 as the CEO of both passenger railcar manufacturers and passenger rails system operators. He has 20 years’ experience as the CEO of four passenger railcar manufacturers, The Budd Company Transit Group, Bombardier Corporation, Morrison Knudsen/Amerail, and Colorado Railcar Manufacturing. Mr. Salci has 12 years Transit System CEO Experience, with six years each in Detroit and St. Louis, responsible for commuter rail and light rail operations and maintenance experience. He has the unique experience and perspective of being both a private sector CEO responsible for the development of bids, design, manufacture and warranty of over 3,000 passenger railcars of all types and technology and the experience of procuring, operating and maintaining commuter rail coaches and locomotives and light rail passenger railcar systems (

Mr. Salci recently served as the independent consultant for the Executive Board’s Review Panel for the PRIIA technical specifications for the NGEC’s Bi-level stainless steel passenger railcar, the Single level stainless steel passenger railcar, and the Diesel-Electric locomotive. Within his experience portfolio, Mr. Salci has extensive CEO experience and responsibility for the design and manufacture of earlier generation bi-level cars such as the Amtrak Superliner II, and the Caltrans California Car. Mr. Salci has similar industry experience with single level cars of both stainless steel and aluminum design and technology. During his tenure as CEO of Budd Transit, Mr. Salci was responsible for the design and manufacture of 150 Amfleet II coaches (stainless steel) and the design and development of the Viewliner car shell (stainless steel) for Amtrak. During his tenure as President of Bombardier Corporation, Bombardier won an order for 104 Horizon single level cars (aluminum) with Amtrak. During his tenure as CEO of Morrison Knudsen/Amerail he was responsible for the design and manufacture of 50 Viewliner sleeper cars for Amtrak. For the past three years Mr. Salci has been an independent consultant in the transportation industry serving clients responsible for the design and manufacture of passenger railcars, operation and maintenance of passenger railcars, and large financial institutions involved in the capital financing of passenger railcars and locomotives. He has also served as an Expert Witness for financial institutions in litigation of leveraged lease transactions for railcars and locomotives.

3.SCOPE OF REPORT

PRIIA Section 305 requires the establishment of the Next Generation Corridor Equipment Pool Committee (“Committee”). The purpose of the Committee is to “…design, develop specifications for, and procure standardized next-generation corridor equipment. “ Further, the Committee may “determine the number of different types of equipment required, taking into account variation in operational needs and corridor infrastructure.”

The Executive Board of the NGEC established a Technical Review Subcommittee to:

  1. Develop a Technical Specification that addresses specific design objectives and requirements and confirms compliance with all PRIIA Section 305 mandates;
  2. Document the methodology, process and inclusive development of the Trainset/Standalone Car Technical Specification by industry stakeholders and industry suppliers and consultants represented on the Technical Subcommittee.

The Executive Board established a Review Panel to review and summarize the Trainset Technical Specification a manner that provides the Executive Board the information necessary to determine whether the Technical Specification complies with the Requirements Document approved on November 18, 2010.

This report will address the Executive Board’s items noted above. The compliance with the design/performance objectivesand methodology, process and inclusiveness to develop the technical specification will be summarized in narrative format (Section 4) and the summary of the technical specification, will be presented in table format (Section 5) of this Report. The table format was used to summarize the Requirements Document’s major technical design and performance criteria and provide a comparative analysis to ensure they are contained in the Technical Specification. This Report will assist the Review Panel to make a recommendation to the Executive Board for consideration and approval of the adequacy of the Technical Specification in addressing the operational and performance criteria needed to procure, design and manufacture a fleet of trainsets.

Mr. Salci’s review of the Technical Specification and its development and approval process included attending the Technical Subcommittee meeting to approve the specification and examination of the following documents and PRIIA Sec. 305 Committee (s) meeting minutes:

  • L Salci attendance at the Technical Subcommittee and Executive Board meeting in Chicago, Illinois on June 22-23, 2011
  • Review of all Next Generation Corridor Equipment Committee By-laws and meeting minutes, minutes of all Executive Board, Technical Subcommittee and Team Subgroup meetings (Interiors, Mechanical, Electrical, Structural, and Vehicle/Truck/Track integration-interface)
  • Review of inputs from Technical Subcommittee participants that included representation from Amtrak, FRA, States, industry consultants, prime car builders, and major suppliers and component manufacturers
  • Review of PRIIA Single-level Passenger Railcar Trainset and Standalone Car Requirements Document, Rev. 2.0, approved by Executive Board on November 18, 2010
  • Detailed review of the Trainset Technical Specification Recommendations for Procurement approved June 22, 2011
  • Review of the States trainset equipment survey needs
  • Review of Special Report, “Cant Deficiency, Curving Speeds and Tilt”, Brian Marquis, M.E., Volpe National Transportation Systems Center
  • Review of the Special Report, “Summary of Carbody-Truck Interface Standardization Efforts”, prepared by the Structural and VTI Subgroups for Single level specification
  • Review of Special Report, “Considerations of Alternate Materials for Passenger Rail Carbody Construction”, Jeff Gordon, Volpe National Transportation Systems Center
  • Technical Subcommittee Power Point Presentations on Trainset equipment specifications, June 22, 2011 Review of 49 CFR Transportation Part 238 applicable sections to Specification references, and relevant APTA Standards and Recommended Practices, and AAR industry standards and references
  • Review of 49 CFR Parts 27, 37, & 38, Americans with Disabilities Act requirements
  1. PRIIA DESIGN OBJECTIVES, REQUIREMENTS AND EVALUATION

The Technical Subcommittee recognized in early 2010 that to serve the entire North American intercity corridor market(s), a bi-level car, a single-level car, and a single level trainset designs would be required. These multiple design requirements are due to existing operating limitations and requirements due to physical infrastructure dimensional issues of tunnel and bridge clearance issues, combined with the existence of high level passenger loading platforms on many intercity corridor routes shared by both local commuter rail agencies and Amtrak’s intercity and state corridor services. These issues are most prominent in the Eastern United States, particularly the Northeast Corridor (NEC). Also, some states, specifically Oregon, Washington State, and Wisconsin were already in advanced stages of planning and procurement for single-level trainsets to meet their respective corridor requirements.