Technical Reports

Peacekeeper Rail Garrison Train Dynamic and Train Mobility Evaluation

  • 01
  • Nov
  • 1991
AUTHOR: Eric Bier, David Brabb, Dominic DiBrito, Robert Martin
SUBJECT: Facilities & Test Equipment
KEYWORDS: Chapter XI, Train Handing, Track Worthiness, Safety Performance
ABSTRACT: Tests were performed on the Peacekeeper Rail Garrison (PKRG) Train which included track worthiness, train handling, and train mobility. The track worthiness tests were conducted according to specifications in Chapter XI of the Association of American Railroads (AAR), Manual of Standards and Recommended Practices. Train handling tests included static brake tests, acceleration and braking on tangent track, braking on curved track, train resistance, and train holding on a grade. Train mobility tests were conducted on Atchison, Topeka and Santa Fe (AT&SF) commercial trackage including starting and stopping on ascending grades, starting and stopping on descending grades, operating over FRA Class 3,4, and 5 track, and operating on different weights of rail. No examination of ride comfort was addressed by the AAR. The train performance in spiral negotiation resulted in high single wheel L/V’s for the Fuel Car. The train also experienced difficulty in the constant curving tests. Test speeds above 24 mph were not tested on curves greater than 7.5 degrees. None of the span bolster cars had hand brake ratios which met the AAR specification of 11 percent or greater. This will severely limit the grade holding ability of the train. The locomotive independent air brakes could not hold the train on a 2 percent grade. Holding the train on a grade is important ' because the train brakes must be released and fully recharged before the train can move, if the independent air brakes can not hold the train, hand brakes on the cars must be set. The PKRG train negotiated FRA Class 3,4, and 5 track, and grades of over 2.0 percent, and curves up to 10 degrees without derailment during the Train Mobility Evaluation Tests.
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